Systems and methods for managing a vehicle’s energy via a wireless network

ABSTRACT

The disclosure is directed to methods and systems for provisioning mobile electric vehicles with various operational settings data transmitted over the air. A vehicle or its components may operate according to operational settings corresponding to operational settings data included in the vehicle components. A server that is remote to the vehicle may comprise operational settings data and may transmit operational settings data to the vehicle. The server may transmit operational settings data automatically, such as on a periodic basis, in response to a request, such as from a user or from a vehicle component or anytime new or updated operational settings data are available for the vehicle or its components.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. Pat. Application No.17/950,712, filed Sep. 22, 2022, which is a continuation-in-part of U.S.Pat. Application No. 17/870,667, filed Jul. 21, 2022 which is acontinuation-in-part of U.S. Pat. Application No. 17/541,159, filed Dec.2, 2021, which is a continuation of U.S. Pat. Application No.17/332,088, filed May 27, 2021, now issued as U.S. Pat. No. 11,222,750,which claims benefit of priority to U.S. Provisional Pat. ApplicationNo. 63/164,474, filed Mar. 22, 2021. U.S. Pat. Application No.17/950,712, filed Sep. 22, 2022, is a continuation-in-part of U.S. Pat.Application No. 17/872,887, filed Jul. 25, 2022, which is a continuationof U.S. Pat. Application No. 17/666,266, filed Feb. 7, 2022, now issuedas U.S. Pat. No. 11,432,123, which is a continuation-in-part of U.S.Pat. Application No. 17/410,272, filed Aug. 24, 2021, now issued as U.S.Pat. No. 11,289,974, which claims benefit of priority to U.S.Provisional Pat. Application No. 63/140,805, filed Jan. 23, 2021, andwhich is a continuation-in-part of U.S. Pat. Application No. 17/332,824,filed May 27, 2021, which claims benefit of priority to U.S. ProvisionalPat. Application No. 63/164,474, filed Mar. 22, 2021, and which claimsbenefit of priority to U.S. Provisional Pat. Application No. 63/140,805,filed Jan. 23, 2021, and which is a continuation-in-part of U.S. Pat.Application No. 17/141,518, filed Jan. 5, 2021, now issued as U.S. Pat.No. 11,133,729, which is a continuation-in-part of U.S. Pat. ApplicationNo. 16/847,538, filed Apr. 13, 2020, which claims benefit of priorityand is related to U.S. Provisional Pat. Application No. 62/858,902,filed Jun. 7, 2019, U.S. Provisional Pat. Application No. 62/883,523,filed Aug. 6, 2019, and U.S. Provisional Pat. Application No.62/967,406, filed Jan. 29, 2020. The disclosure of each of theaforementioned applications is incorporated herein in its entirety forall purposes. Any and all applications for which a foreign or domesticpriority claim is identified in the Application Data Sheet as filed withthe present application are hereby incorporated by reference under 37CFR 1.57.

FIELD OF THE DISCLOSURE

The present disclosure relates to over-the-air provisioning of electricvehicle operational settings.

BACKGROUND

Electric vehicles often include devices and components necessary ordesirable for operation such as for the generation, management, storageand consumption of energy. Electric vehicle components and devices caninclude batteries and battery management systems. The devices andcomponents of electric vehicles may operate in a variety of manners,according to a variety of settings, for example manufacturing settings.The operational settings of various electric vehicle devices andcomponents are often static. Thus, changing, updating or altering anelectric vehicle’s operational settings can be challenging if notimpossible, for example, requiring the purchase and installation of new,replacement and/or additional components in order to effectuatedifferent operational settings. Furthermore, the operational settings ofa vehicle’s components may not allow the components to function withother components having different operational settings. This may limitthe options of available components that may be used in a vehicle, forexample making it difficult or impossible to replace an original vehiclebattery with a battery from a different manufacturer. As such, systemsand methods to allow for the simple, efficient and quick updating and/oraltering of electric vehicle operational settings are desirable.

SUMMARY

Various embodiments of systems, methods and devices within the scope ofthe appended claims each have several aspects, no single one of which issolely responsible for the desirable attributes described herein.Without limiting the scope of the appended claims, the description belowdescribes some prominent features.

Details of one or more embodiments of the subject matter described inthis specification are set forth in the accompanying drawings and thedescription below. Other features, aspects, and advantages will becomeapparent from the description, the drawings, and the claims. Note thatrelative dimensions of the following figures may not be drawn to scale.

The present disclosure provides a system for over-the-air provisioningof a vehicle’s operational settings. The system may include, forexample, a server, remote to the vehicle, and including operationalsettings data. The server may be configured to: receive a request foroperational settings data; and in response to receiving said request,transmit operational settings data to the vehicle; and one or morecomponents of the vehicle configured to operate according to one or moreoperational settings. The one or more components may include atransceiver configured to communicate wirelessly with the server to sendrequests to the server and to receive operational settings data from theserver; a memory including executable software instructions, the memoryconfigured to update the instructions in response to receivingoperational settings data from the server; and a processor configured toexecute the software instructions to cause the component to functionaccording to the one or more operational settings corresponding to theoperational settings data received from the server.

In some embodiments, the server may be configured to receive the requestfor operational settings data from a user or from the vehicle.

In some embodiments, the server is further configured to: receive arequest from a user for operational settings options; and in response toreceiving said request, transmit operational settings options to theuser.

In some embodiments, the one or more components of the vehicle includeone or more of an energy storage device, an energy generation system, avehicle management system, a motor or a component interface device.

In some embodiments, the server is configured to, in response toreceiving, at the server, the request for operational settings data,determine whether operational settings data are available.

In some embodiments, the server is configured to, in response toreceiving, at the server, the request for operational settings data,determine a status of current operational settings data of the vehicle.

In some embodiments, the system may further include a third-party serverremote to the vehicle and remote to the server. The third-party servermay include operational settings data and the server configured tocommunicate wirelessly with the third-party server to send and receivedata.

In some embodiments, the server is configured to record download eventinformation to a history log.

The present disclosure provides a method for over-the-air provisioningof a vehicle’s operational settings. The method may include, forexample, receiving, at a server remote to the vehicle, a request foroperational settings data; in response to receiving said request,transmitting operational settings data from the server to the vehicle;receiving, at a component of the vehicle, the operational settings data;storing, in a memory of the component, the operational settings data,the operational settings data including executable softwareinstructions; and executing, at a processor of the component, theexecutable software instructions of the operational settings data tocause the component to operate according to an operational settingcorresponding to the operational settings data.

In some implementations, receiving the request for operational settingsdata at the server includes receiving the request from the vehicle or auser.

In some implementations, the method can further include receiving, atthe server, a first request from a user for operational settingsoptions; and in response to receiving said first request, transmittingto the user, operational settings options from the server to the user.

In some implementations, the method can further include in response toreceiving, at the server, the request for operational settings data,determining whether operational settings data are available.

In some implementations, the method can further include in response toreceiving, at the server, the request for operational settings data,determining a status of current operational settings data of thevehicle.

In some implementations, determining the status of the operationalsettings data of the vehicle includes querying the vehicle for datarelating to its current operational settings data; determiningoperational settings data that are accessible to the server andavailable for the vehicle; and comparing the operational settings dataaccessible to the server with the current operational settings data ofthe vehicle.

In some implementations, determining the status of the operationalsettings data of the vehicle includes accessing a history log ofdownload event information to determine the current operational settingsdata of the vehicle; determining operational settings data that areaccessible to the server and available for the vehicle; and comparingthe operational settings data accessible to the server with the currentoperational settings data of the vehicle.

The present disclosure provides a method for over-the-air provisioningof a vehicle’s operational settings. The method can include, forexample, detecting, by a first component of the vehicle, a secondcomponent of the vehicle; determining, by the first component, anoperational incompatibility between the first and second components;transmitting, by the first component, a request for operational settingsdata to a server remote to the vehicle; receiving, from the server,operational settings data at the first component; updating executablesoftware instructions of the first component according to theoperational settings data; and executing the updated executable softwareinstructions to cause the first component to operate according to anoperational setting corresponding to the operational settings data torender the first component compatible with the second component.

In some implementations, the first component of the vehicle includes oneor more of an energy storage device, an energy generation system, avehicle management system, a motor or a component interface device.

In some implementations, the method can further include in response toreceiving, at the server, the request for operational settings data,determining, by the server, whether operational settings data areavailable.

In some implementations, the method can further include in response toreceiving, at the server, the request for operational settings data,determining, by the server, a status of current operational settingsdata of the vehicle.

In some implementations, determining the status of the operationalsettings data of the vehicle includes querying the vehicle for datarelating to its current operational settings data; determiningoperational settings data that are accessible to the server andavailable for the vehicle; and comparing the operational settings dataaccessible to the server with the current operational settings data ofthe vehicle.

The present disclosure provides a system for over-the-air provisioningof a vehicle’s operational settings. The system can include, forexample, a roller configured to contact a wheel of the vehicle, theroller configured to rotate in response to a rotation of the wheel whenthe roller is in contact with the wheel; an actuator configured to applya first force to the roller to cause the roller to contact the wheel ofthe vehicle with a second force; a generator rotatably coupled with theroller and configured to generate an electrical output in response to arotation of the roller; and an interface device in communication withthe actuator. The interface device may include a transceiver configuredto communicate wirelessly with a remote server to receive operationalsettings data from the server; a memory including executable softwareinstructions and configured to update the software instructions inresponse to receiving operational settings data from the server; and aprocessor configured to execute the software instructions to cause theactuator to operate according to the operational settings data receivedfrom the server.

In some embodiments, the operational settings data includes operationalsettings for adjusting the first force, and the actuator can beconfigured to adjust the first force applied to the roller according tothe operational settings data.

In some embodiments, the operational settings include conditions foradjusting the first force, and the conditions can include an airpressure of the wheel, a vertical motion of the wheel, a velocity of thevehicle, a rotational velocity of the wheel, an acceleration of thevehicle, or an amount of electrical output generated at the generator.

In some embodiments, the actuator is configured to increase, accordingto the operational settings data, the first force applied to the rollerin response to a vertical motion of the wheel exceeding a threshold.

In some embodiments, the actuator is configured to increase, accordingto the operational settings data, the first force applied to the rollerin response to an air pressure of the wheel falling below a threshold.

In some embodiments, the actuator is configured to increase, accordingto the operational settings data, the first force applied to the rollerin response to an electrical output of the generator falling below athreshold.

In some embodiments, the operational settings data includes operationalsettings for changing a position of the roller, and the actuator can beconfigured to change the position of the roller according to theoperational settings data.

In some embodiments, the operational settings include conditions foradjusting the position of the roller, and the conditions can include anair pressure of the wheel, a vertical motion of the wheel, a velocity ofthe vehicle, a rotational velocity of the wheel, an acceleration of thevehicle, or an amount of electrical output generated at the generator.

In some embodiments, the roller positions include an extended positionin which the roller is in contact with the wheel, and a retractedposition in which the roller is a distance from the wheel.

In some embodiments, the actuator is configured to transition theroller, according to the operational settings data, to a retractedposition in response to a vertical motion of the wheel exceeding athreshold.

In some embodiments, the actuator is configured to transition theroller, according to the operational settings data, to a retracedposition in response to an air pressure of the wheel falling below athreshold.

In some embodiments, the actuator is configured to transition theroller, according to the operational settings data, to a retracedposition in response to an electrical output of the generator fallingbelow a threshold.

In some embodiments, the actuator applies the first force to the rollervia one or more of a flexible arm, a mechanical spring, a gas spring, apiston, a suspension system, a shaft, a strut, hydraulics, pneumatics, alever, a gear, or a pulley.

The present disclosure provides a method for over-the-air provisioningof a vehicle’s operational settings. The method can include, forexample, rotating a roller in response to a rotation of a wheel of thevehicle when the roller is in contact with the wheel; applying, via anactuator, a first force to the roller to cause the roller to contact thewheel of the vehicle with a second force; generating, via a generatorrotatably coupled with the roller, an electrical output in response to arotation of the roller; receiving, at an interface device of thevehicle, operational settings data from a remote server; storing, in amemory of the interface device, the operational settings data, theoperational settings data including executable software instructions;and executing, at a processor of the interface device, the executablesoftware instructions of the operational settings data to cause theactuator to operate according to the operational settings data receivedfrom the server.

In some implementations, the operational settings data includesoperational settings for adjusting the first force, and the method canfurther include adjusting, via the actuator, the first force applied tothe roller according to the operational settings data.

In some implementations, the operational settings include conditions foradjusting the first force, and the conditions can include an airpressure of the wheel, a vertical motion of the wheel, a velocity of thevehicle, a rotational velocity of the wheel, an acceleration of thevehicle, or an amount of electrical output generated at the generator.

In some implementations, the operational settings data includesoperational settings for changing a position of the roller, the methodcan further include changing, via the actuator, the position of theroller according to the operational settings data.

In some implementations, the operational settings include conditions foradjusting the position of the roller, and the conditions can include anair pressure of the wheel, a vertical motion of the wheel, a velocity ofthe vehicle, a rotational velocity of the wheel, an acceleration of thevehicle, or an amount of electrical output generated at the generator.

In some implementations, the roller positions include an extendedposition in which the roller is in contact with the wheel, and aretracted position in which the roller is a distance from the wheel.

The present disclosure provides a device for over-the-air provisioningof a vehicle’s operational settings. The device can include, forexample, a transceiver configured to communicate wirelessly with aremote server to receive operational settings data from the server; amemory including executable software instructions and configured toupdate the software instructions in response to receiving operationalsettings data from the server; and a processor configured to execute thesoftware instructions to cause an actuator to operate according to theoperational settings data received from the server. The actuator can beconfigured to apply a first force, according to the operational settingsdata, to a roller to cause the roller to contact a wheel of the vehiclewith a second force. The roller can be configured to rotate in responseto a rotation of the wheel when the roller is in contact with the wheel.The actuator can be configured to transition the roller, according tothe operational settings data, from a first position to a secondposition.

In some implementations, the operational settings data includes one ormore conditions for adjusting the first force, and the processor can befurther configured to execute the updated software instructions to causethe actuator to adjust the first force applied to the roller accordingto the one or more conditions of the operational settings data.

In some implementations, the one or more conditions include an airpressure of the wheel, a vertical motion of the wheel, a velocity of thevehicle, a rotational velocity of the wheel, an acceleration of thevehicle, or an amount of electrical output generated by a generator inresponse to a rotation of the roller.

In some implementations, the processor is further configured to executethe updated software instructions to cause the actuator to increase,according to the operational settings data, the first force applied tothe roller in response to a vertical motion of the wheel exceeding athreshold.

In some implementations, the processor is further configured to executethe updated software instructions to cause the actuator to increase,according to the operational settings data, the first force applied tothe roller in response to an air pressure of the wheel falling below athreshold.

In some implementations, the processor is further configured to executethe updated software instructions to cause the actuator to increase,according to the operational settings data, the first force applied tothe roller in response to an electrical output generated by a generatorfalling below a threshold.

In some implementations, the operational settings data includes one ormore conditions for changing a position of the roller, wherein theprocessor is further configured to execute the updated softwareinstructions to cause the actuator to change the position of the rolleraccording to the one or more conditions of the operational settingsdata.

In some implementations, the operational settings include conditions foradjusting the position of the roller, wherein the one or more conditionsinclude an air pressure of the wheel, a vertical motion of the wheel, avelocity of the vehicle, a rotational velocity of the wheel, anacceleration of the vehicle, or an amount of electrical output generatedby a generator in response to a rotation of the roller.

In some implementations, the roller positions include an extendedposition in which the roller is in contact with the wheel, and aretracted position in which the roller is a distance from the wheel.

In some implementations, the processor is further configured to executethe updated software instructions to cause the actuator to transitionthe roller, according to the operational settings data, to a retractedposition in response to a vertical motion of the wheel exceeding athreshold.

In some implementations, the processor is further configured to executethe updated software instructions to cause the actuator to transitionthe roller, according to the operational settings data, to a retracedposition in response to an air pressure of the wheel falling below athreshold.

In some implementations, the processor is further configured to executethe updated software instructions to cause the actuator to transitionthe roller, according to the operational settings data, to a retracedposition in response to an electrical output generated by a generatorfalling below a threshold.

In some implementations, the actuator is configured to apply the firstforce to the roller via one or more of a flexible arm, a mechanicalspring, a gas spring, a piston, a suspension system, a shaft, a strut,hydraulics, pneumatics, a lever, a gear, or a pulley.

Disclosed herein is a vehicle management system for over-the-airprovisioning of a vehicle’s operational settings. The vehicle managementsystem may comprise: a transceiver, a computer readable storage mediumhaving program instructions embodied therewith, and a processor. Thetransceiver can be configured to communicate wirelessly with a remoteserver to receive operational settings data from the server. Thecomputer readable storage medium can be configured to update the programinstructions according to operational settings data received from theserver. The processor can be configured to execute the updated programinstructions to cause the vehicle management system to operate accordingto an operational setting corresponding to the operational settings datareceived from the server. In some implementations, when operatingaccording to the operational setting, the vehicle management system isconfigured to: communicate a signal to a switch to cause the switch totransition between an open state and a closed state to control an energyflow between a first energy storage device and a second energy storagedevice. In some implementations, in the closed state the switch isconfigured to electrically couple the first energy storage device to thesecond energy storage device to allow an energy to transfer from thefirst energy storage device to the second energy storage device.

In some implementations, the first energy storage device includes acapacitor.

In some implementations, the second energy storage device includes abattery.

In some implementations, when operating according to the operationalsetting, the vehicle management system is further configured to:communicate the signal to the switch to cause the switch to transitionbetween the open state and the closed state once in substantially realtime as the operational settings data are received from the server.

In some implementations, when operating according to the operationalsetting, the vehicle management system is further configured to:communicate the signal to the switch to cause the switch to transitionbetween the open state and the closed state every time one or moreconditions occurs.

In some implementations, when operating according to the operationalsetting, the vehicle management system is further configured to:communicate the signal to the switch to cause the switch to transitionbetween the open state and the closed state based at least in part onone or more of a geographic location of the vehicle, a distancetravelled by the vehicle, or a distance between the vehicle and adesired destination.

In some implementations, the system may further comprise a voltagesensor in electrical communication with the first or second energystorage device. The voltage sensor can be configured to detect a voltagelevel of the first or second energy storage device.

In some implementations, when operating according to the operationalsetting, the vehicle management system is further configured to:communicate the signal to the switch to cause the switch to transitionto the closed state, in response to determining that the voltage levelin the second energy storage device is below a low threshold level; andcause the switch to transition to the open state, in response todetermining that the voltage level in the second energy storage deviceis above a high threshold level.

In some implementations, when operating according to the operationalsetting, the vehicle management system is further configured to:communicate the signal to the switch to cause the switch to transitionto the closed state, in response to determining that the voltage levelin the first energy storage device is above a high threshold level, andcause the switch to transition to the open state, in response todetermining that the voltage level in the first energy storage device isbelow a low threshold level.

In some implementations, when operating according to the operationalsetting, the vehicle management system is further configured tocommunicate the signal to the switch to cause the switch to transitionto the closed state, in response to determining that a voltagedifferential between the first and second energy storage device is abovea threshold level.

In some implementations, the system can further comprise a currentsensor in electrical communication with the second energy storage deviceand configured to detect a current or amperage conducted from the secondenergy storage device to a load.

In some implementations, when operating according to the operationalsetting, the vehicle management system is further configured tocommunicate the signal to the switch to cause the switch to transitionto the closed state when a current or amperage conducted from thebattery to the load exceeds a threshold level.

Disclosed herein is a computing system for over-the-air provisioning ofa vehicle’s operational settings. The computing system can comprise: acomputer readable storage medium having program instructions embodiedtherewith; and one or more processors configured to execute the programinstructions. The one or more processors can be configured to executethe program instructions to cause the computing system to receiveinformation relating to an operation or status of the vehicle and inresponse to receiving said information, wirelessly transmit operationalsettings options to a user. The one or more processors can be configuredto execute the program instructions to cause the computing system toreceive, from the user, a selection of one or more of the operationalsettings options. The one or more processors can be configured toexecute the program instructions to cause the computing system to inresponse to receiving a user selection, wirelessly transmit, to thevehicle, operational settings data corresponding to the one or moreoperational settings selected by the user, wherein the operationalsettings data are configured, when executed, to cause the vehicle tooperate according to the one or more operational settings selected bythe user.

In some implementations, the one or more processors are furtherconfigured to execute the program instructions to cause the computingsystem to maintain a history log including information relating totransmitting the operational settings data to the vehicle.

In some implementations, the one or more processors are furtherconfigured to execute the program instructions to cause the computingsystem to update generate a charge to the user in response totransmitting the operational settings data to the vehicle.

In some implementations, wirelessly transmitting operational settingsoptions to the user includes transmitting the operational settingsoptions to a mobile device via a text message.

In some implementations, wirelessly transmitting operational settingsoptions to the user includes transmitting the operational settingsoptions to a control dashboard of the vehicle.

In some implementations, receiving the selection of one or more of theoperational settings options from the user includes receiving a textmessage from a mobile device.

In some implementations, the information relating to the operation orstatus of the vehicle includes one or more of a charge level of abattery of the vehicle, an estimated remaining operating time of thevehicle, an estimated remaining operating distance of the vehicle, adistance travelled by the vehicle, a distance between the vehicle and adesired destination, a geographic location of the vehicle, or ageographic location of a desired destination.

In some implementations, the operational settings data are configured,when executed, to cause an energy generation system of the vehicle tooperate according to the one or more operational settings selected bythe user.

In some implementations, the operational settings data are configured,when executed, to cause an energy management system of the vehicle tooperate according to the one or more operational settings selected bythe user.

Disclosed herein is an energy system for storing and providing energy toa vehicle. The energy system may comprise: a capacitor storage device,and an energy storage device. The capacitor storage device can beconfigured to receive a first portion of energy from an energy source.The capacitor storage device can be configured to store the firstportion energy as an electric field of the capacitor storage device. Thecapacitor storage device can be configured to convey the first portionenergy to a battery storage device or to an electrical load of thevehicle. The energy storage device can be configured to receive a secondportion of energy from an energy source. The energy storage device canbe configured to store the second portion of energy. The energy storagedevice can be configured to convey the second portion energy to thebattery storage device or to the electrical load of the vehicle. Theenergy storage device can have a higher amp-hour rating than thecapacitor storage device. The energy storage device can have a lowervoltage rating than the capacitor storage device.

In some implementations, the energy storage device includes one or morecells electrically connected in parallel.

In some implementations, the capacitor storage device includes one ormore cells electrically connected in series.

In some implementations, the energy storage device has a higher C ratingthan the capacitor storage device.

In some implementations, the energy storage device is configured todischarge a greater continuous current or burst current than thecapacitor storage device.

In some implementations, the energy storage device includes one or morecapacitors.

In some implementations, the energy storage device includes one or morebatteries.

In some implementations, the energy storage device is removablyelectrically coupled with the battery via a mechanical connection.

In some implementations, the energy storage device is coupled with thebattery via a friction fit.

Disclosed herein is a system for managing energy storage. The system cancomprise a capacitor storage device, a battery, a switch, and acontroller. The capacitor storage device can be configured to receive afirst portion of energy from an energy source. The capacitor storagedevice can be configured to store the first portion energy as anelectric field of the capacitor storage device. The battery can beconfigured to electrically couple to the capacitor storage device. Thebattery can be configured to receive energy from the capacitor storagedevice via one or more diodes biased toward the battery. The switch canbe configured to transition between an open state and a closed state.The switch can be configured to electrically couple the battery to theultracapacitor when in the closed state to conduct an energy between theultracapacitor and the battery. The switch can be configured toelectrically disconnect the battery from the ultracapacitor when in theopen state to prevent conducting an energy between the ultracapacitorand the battery. The controller may be in electrical communication withthe switch and may be configured to cause the switch to transitionbetween the open state and the closed state.

In some implementations, the energy source includes is one or more solarpanels or solar cells.

In some implementations, the energy source includes a turbine.

In some implementations, the energy source includes is a generator.

In some implementations, the energy source includes is a chargingstation.

In some implementations, the energy source is disposed on a housing of avehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A illustrates an example vehicle such as an electric vehicle thatmay be provisioned according to over-the-air systems and methodsdescribed herein.

FIGS. 1B-1C are block diagrams illustrating example embodiments of acomponent interface device.

FIG. 1D is a block diagram illustrating an example implementation of avehicle management system with a capacitor module and battery.

FIG. 2 is a block diagram illustrating an example vehicle component thatmay be used in a vehicle for over-the-air-provisioning of the vehicle.

FIG. 3 is a block diagram illustrating an example system forover-the-air provisioning of a vehicle’s operational settings.

FIGS. 4-7 are flowcharts illustrating example processes for over-the-airprovisioning of a vehicle’s operational settings.

FIG. 8 is a diagram of an exemplary “fifth” wheel configured to drive orpower an on-board charging system (OBCS) of a vehicle.

FIG. 9 is a diagram of a fifth wheel mechanically coupled to twogenerators.

FIG. 10 illustrates an example implementation of a fifth wheel in avehicle.

FIG. 11 is block diagram illustrating an example implementation of agearbox.

FIGS. 12A-12B illustrate example implementations of a roller configuredto contact a wheel.

FIGS. 13A-13B illustrate example implementations of one or more rollersconfigured to contact a sidewall surface of a wheel.

FIG. 14A is a block diagram illustrating an example energy system.

FIG. 14B illustrates an example implementation of an energy systemincluding a solar charging station used to charge a vehicle.

FIG. 14C illustrates an example implementation of an energy systemincluding one or more solar panels and/or solar cells and a vehicle.

FIG. 15A is a block diagram illustrating an example energy system.

FIG. 15B illustrates an example implementation of an energy systemincluding a turbine charging station used to charge a vehicle.

FIG. 15C illustrates an example implementation of an energy systemincluding one or more turbines and a vehicle.

FIG. 15D illustrates an example implementation of an energy systemincluding one or more turbines and an aircraft.

FIG. 15E illustrates an example implementation of an energy systemincluding one or more turbines and a watercraft.

DETAILED DESCRIPTION Overview

Example systems and methods for over-the-air provisioning of a vehicle’soperational settings are described herein. A system for over-the-airprovisioning of a vehicle’s operational settings can include a serverremote to the vehicle which can include or have access to operationalsettings data. The server can transmit (e.g., wirelessly) theoperational settings data to the vehicle. Operational settings data canaffect how a vehicle or its components function.

Various methods exist for transmitting operational settings data to avehicle (e.g., from a remote server). Operational settings data can betransmitted to the vehicle in response to a request (e.g., from thevehicle or its components, or from a user), automatically such as on aperiodic basis, anytime operational settings data (updated or new) areavailable for the vehicle or anytime updated or new operational settingsdata are required or desired for improving performance of a vehicle orits components.

Various example systems and methods for over-the-air provisioning of anelectric vehicle’s operational settings are described herein, forexample, with reference to the figures. The various systems, methods andtheir implementations are given as examples and are not meant to belimiting of the present disclosure.

In some implementations, Vehicle Components may refer to any of thecomponents of a vehicle such as an energy storage device (e.g., battery,capacitor), an energy generation system (e.g., a generator), a motor, avehicle management system, a component interface device, driven masses,rollers, flexible arms, suspension systems (e.g., of driven massesand/or rollers), etc. The vehicle components may operate according tooperational settings and may be provisioned over-the-air.

In some implementations, Operational Settings may refer to any of thevarious settings according to which a vehicle or its components mayoperate.

In some implementations, (Operational) Settings Data may refer to datafor provisioning the operational functionality of a vehicle or itscomponents. Settings data may include executable software instructionsor files including the same. In some embodiments, operational settingsdata can include program instructions that when executed cause a vehiclecomponent to perform one or more operations one time (e.g., a one-timeoperation). In some embodiments, operational settings data can includeprogram instructions that when executed cause a vehicle component toperform one or more operations a multiple times, repeatedly,indefinitely, every time one or more conditions occurs, or the like. Insome embodiments, operational settings data may include programinstructions that when executed cause a vehicle component to perform oneor more operations immediately (e.g., in substantially real-time as whenthe settings data are received at the component). In some embodiments,operational settings data may include program instructions that whenexecuted cause a vehicle component to perform one or more operations ata future time (e.g., at a time after the settings data are received atthe component).

In some implementations, Operational Settings Options may refer to anyof the various operational settings that may be available to a vehiclefor download and which a user may review and select.

In some implementations, Operational Settings Server (OSS) may refer toa server, remote to a vehicle, that may communicate with the vehicle.The OSS may be configured to store various operational setting data thatcan be downloaded to a vehicle.

In some implementations, User may refer to a person or entity that maybe associated with a vehicle and may communicate with the OSS forrequesting operational settings data to be downloaded to the vehicle.

In some implementations, Vehicle Management System may refer to a systemor device for controlling or managing the operational functionality of avehicle or its components. The vehicle management system may communicatewith the OSS and may manage the provisioning of the vehicle such asrequesting, downloading, storing operational settings data. The vehiclemanagement system may comprise and/or may be referred to herein as abattery management system. The vehicle management system may include aprocessor or other similar computing device.

In some implementations, Component Interface Device may refer to adevice or system electrically coupled to two or more components of avehicle that may act as an interface between the components to allow thecomponents to operate with each other in the vehicle. In someembodiments, the component interface device may be provisioned (e.g.,over-the-air) with operational settings data.

Example Systems for Over-The-Air Provisioning

FIG. 1A illustrates an example vehicle 100 such as an electric vehiclethat may be provisioned according to over-the-air systems and methodsdescribed herein. As shown, the vehicle 100 can include variouscomponents such as a motor 104, a generation system 109 (e.g., agenerator), a vehicle management system 107 (such as a batterymanagement system), a component interface device 105, one or more energystorage devices 102 (e.g., batteries, deep-cycle batteries, batteryfields, capacitors, ultracapacitors, hypercapacitors) and the like. Asshown, the energy storage devices 102 may be added to, or removed from,the vehicle, for example in a modular fashion. In some embodiments,energy storage devices 102 may be replaced with energy storage devicesof a different type of device (such as switching a battery to acapacitor) or to energy storage devices of the same type but of adifferent make or model (such as switching a battery from onemanufacturer to a battery of a different manufacturer). In someembodiments, energy storage devices 102 used in a vehicle at one timemay include devices of different types or makes or models. Some or allof the various components may be provisioned (e.g., over-the-air) asdescribed herein. FIG. 1A is provided as an example and is not intendedto be limiting. In some embodiments, the components may be arranged in adifferent manner (e.g., different locations in the vehicle) than what isshown in FIG. 1A. In some embodiments, the vehicle may include more orless components or different types of components than what is shown inFIG. 1A.

In some embodiments, the one or more energy storage devices 102 mayinclude one or more capacitor modules in combination with one or morebatteries. For example, the one or more energy storage devices 102 mayinclude one or more capacitor modules installed alongside one or morebatteries may be connected in series or in parallel. For example, acapacitor module may be connected in series or parallel with a batterywhen supplementing the voltage in the battery or when charging thebattery. Therefore, the battery and the capacitor modules may providevoltage support to each other. As such, the capacitor modules mayprovide supplemental energy when the battery are discharged or be usedin place of the battery altogether.

In some embodiments, the capacitor modules provide a burst of energy ondemand to the battery and/or to the motor. For example, the capacitormodules are coupled to the vehicle (or another) controller that monitorsa charge level of the battery and/or an energy demand of the motors. Thecontroller may control coupling of the capacitor modules to the batteryto charge the battery with the burst of energy from the capacitormodules when the charge level of the battery falls below a thresholdvalue or may couple the capacitor modules to the battery to supplementan output energy of the battery.

FIG. 1B is a block diagram illustrating an example embodiment of variouscomponents of a vehicle including a vehicle management system 121,optionally a component interface device 123 in some embodiments, one ormore energy storage devices 125 a, 125 b, and one or more switch(es)127.

The energy storage devices 125 a, 125 b can include capacitors,batteries, or the like. The switch(es) 127 can electrically couple theenergy storage devices 125 to each other. The switch(es) 127 canelectrically couple the energy storage devices 125 to a load. Theswitch(es) 127 may be configured to transition between states to allowor prevent a flow of energy therethrough.

The vehicle management system 121 may be electrically coupled to thecomponent interface device 123 which in turn may be electrically coupledto one or more energy storage devices 125 a, 125 b and/or switches 127.In some implementations, vehicle management system 121 may be directlyelectrically coupled to one or more energy storage devices 125 a, 125 band/or switches 127. The electrical coupling between the components, asdescribed, may facilitate the communication of data between thecomponents which may affect how the components function and functiontogether. In some embodiments, the components may be electricallycoupled via wires. In some embodiments, the components may beelectrically coupled wirelessly.

The vehicle management system 121 may control operation of the one ormore energy storage devices 125 a, 125 b. For example, the vehiclemanagements system 121 may determine and/or control the conditions underwhich the energy storage device 125 is charged, discharged, the rate ofcharging or discharging, the maximum or minimum charge held by theenergy storage device, and may coordinate charging and dischargingbetween multiple energy storage devices 125. The vehicle managementsystem 121 may control operation of the energy storage devices 125according to operational settings, such as according to operationalsettings data provisioned to the vehicle management system 121over-the-air.

The vehicle management system 121 may control operation of theswitch(es) 127. The vehicle management system 121 may control operationof the switch(es) 127 according to operational settings, such asaccording to operational settings data provisioned to the switch(es) 127over-the-air. For example, the vehicle management system 121 may controlwhen the switch(es) 127 transition between states to control whether theswitch(es) 127 allow energy to pass through or prevent energy frompassing therethrough. Accordingly, the vehicle management system 121 maycontrol or adjust an electrically coupling between components bycontrolling the switch(es) 127. For example, the vehicle managementsystem 121 may control whether the energy storage devices 125 areelectrically coupled to each other by controlling transitioning of theswitch(es) 127 between operative states. As another example, the vehiclemanagement system 121 may control whether the energy storage devices 125are electrically coupled to a load by controlling transitioning of theswitch(es) 127 between operative states.

Advantageously, operational settings data used to control the energystorage devices 125 and/or switch(es) 127 may be provisioned (e.g.,over-the-air to the vehicle management system 131 and/or componentinterface device 133). Provisioning the operational settings data mayallow the operational settings to be updated such as periodically,automatically, in response to a request, and/or on demand. Updating theoperational settings (e.g., via over-the-air provisioning) of thevarious components can improve operational efficiency and/or performanceof the system by dynamically adjusting operational settings according toreal-time needs and conditions. For example, operational settings datacan be provisioned over-the-air to update operational settings toimprove performance based on changes in energy levels of the energystorage devices 125, energy requirements of a load, operatingconditions, such as temperature, geographic location, geographicdestination, estimated time and/or distance to destination, or the like.

The vehicle management system 121, the energy storage devices 125 a, 125b, and switch(es) 127 may each include parameters, for example,operational settings data included on the component that may be executedby a computing device to control operation of the respective components.The operational settings included on each respective component (vehiclemanagement system 121, energy storage device 125) may have been encodedduring manufacturing (e.g., manufacturer’s settings) or may have beenconfigured during an initial configuration of the component. In someembodiments, the operational settings of the vehicle management system121, energy storage device 125, and/or and switch(es) 127 may be staticand it may be impossible or difficult to change the operational settingsof said components. In some embodiments, the operational settings of thecomponents such as the vehicle management system 121, energy storagedevice 125, or and switch(es) 127 may be quickly updated, for examplevia over-the-air provisioning as described herein. In some embodiments,the components such as the vehicle management system 121, energy storagedevice 125, or and switch(es) 127 may only operate with certain othercomponents (e.g., types, makes, models) based on the configuration ofthe operational settings. For example, the operational settings of acomponent may be required to be compatible with operational settings ofother components for the components to function together.

A component interface device 123 may facilitate the interaction betweena vehicle management system 121 and other components such as an energystorage device 125 and/or switch 127, for example in embodiments wherethe operational settings of the vehicle management system 121, energystorage device 125, and/or switch 127 are static and/or are notinitially configured for compatible functionality with one another.

The component interface device 123 may include parameters, for example,operational settings data included on the component interface device 123that may be executed by a computing device to control operation of thecomponent interface device 123.

The component interface device 123 may be configured to detect an energystorage device 125 as well as a type, make or model of the energystorage device 125. For example, the component interface device 123 maybe configured to determine whether the energy storage device is abattery or a capacitor as well as other characteristics of the energystorage device (e.g., make or model). The component interface device 123may be configured to detect and determine characteristics of the vehiclemanagement system 121. The component interface device 123 may beconfigured to detect and determine characteristics of the switch(es)127.

The component interface device 123 may be configured to determine (e.g.,type or characteristics of) the operational settings data included onthe energy storage device 125, the vehicle management system 121, and/orthe switch(es) 127, for example by parsing the operational settings dataof the other components or detecting an identifier of the operationalsettings data such as an operational settings data tag or headerincluded in the operational settings data and containing informationrelating to the characteristics of the operational settings data. Thecomponent interface device 123 may be configured to facilitate anoperational compatibility between the vehicle management system 121,energy storage device 125, and/or switch(es) 127 for example inembodiments where the operational settings data of the vehiclemanagement system 121, energy storage device 125, and/or switch(es) 127would not otherwise be compatible.

As an example of facilitating an operational compatibility, thecomponent interface device 123 may receive an electrical communication(e.g., via wires or wirelessly) from the vehicle management system 121,for example, including data relating to instructions to control anoperation of the energy storage device 125. The component interfacedevice 123 may determine (or may have previously determined) theoperational settings data of the energy storage device 125. If theoperational settings data of the energy storage device 125 is notcompatible with the operational settings data of the vehicle managementsystem 121 (e.g., such that the energy storage device 125 would not“understand” the instructions and/or data communicated from the vehiclemanagement system 121), the component interface device 123 may“translate” the data communicated from the vehicle management system 121to a form that is compatible with the operational settings data of theenergy storage device 125, for example, by generating new data and/oraltering the data received from the vehicle management system 121. Thecomponent interface device 123 may be configured to perform similaroperations of translating data communicated from the energy storagedevice 125 to the vehicle management system 121.

The component interface device 123 may control the interacting betweentwo components based on operational settings data of the componentinterface device 123. For example, the component interface device 123may interface a vehicle management system 121 with a certain energystorage device 125 a according a first operational settings data of thecomponent interface device 123. A second energy storage device 125 b maybe added to the vehicle which may replace or supplement energy storagedevice 125 b. The component interface device 123 may not be configuredaccording to the first operational settings data to facilitateoperational compatibility between the vehicle management system 121 andthe energy storage device 125 b. However, the component interface device123 may be provisioned (e.g., over-the-air as described herein) withsecond operational settings data which may configure the componentinterface device 123 to facilitate operational compatibility between thevehicle management system 121 and the energy storage device 125 b.

FIG. 1B is provided as an example and is not intended to be limiting. Insome embodiments, the component interface device 123 may be configured,e.g., according to one or more sets of operational settings data, tofacilitate operational compatibility between the vehicle managementsystem 121 and any number of energy storage devices 125, such as oneenergy storage device 125 or more than two energy storage devices 125.In some embodiments, the component interface device 123 may beconfigured, e.g., according to one or more sets of operational settingsdata, to facilitate operational compatibility between the vehiclemanagement system 121 and a variety of different types, makes and/ormodels of energy storage devices 125 such as capacitors, batteries,and/or other energy storage devices described herein.

The example components discussed above with reference to FIG. 1B are notintended to be limiting. In some embodiments, the component interfacedevice 123 may facilitate an operational compatibility between any twocomponents such as, for example, between any combination of thefollowing components: energy storage devices, switches, energygeneration systems, motors, vehicle management systems, other componentinterface devices, and the like.

FIG. 1C is a block diagram illustrating an example embodiment of variouscomponents of a vehicle including a vehicle management system 131,optionally a component interface device 133 in some embodiments, one ormore driven masses 136, one or more rollers 138, a gearbox 132, and asuspension system 134. The vehicle management system 131 and componentinterface device 133 may include structural and/or operational featuressimilar to those discussed with reference to FIG. 1B, for example.

The driven mass(es) 136 can include one or more rollers, one or morefifth wheels, and/or one or more turbines, such as a water or windturbine. In some implementations, a roller, a driven mass, a fifthwheel, and/or a turbine may include similar structural and/oroperational features. In some implementations, the terms “roller”,“driven mass”, “fifth wheel”, and/or “turbine” may be usedinterchangeably.

The vehicle management system 131 is in communication with the componentinterface device 133. The component interface device 133 is incommunication with one or more driven masses 136, the roller(s) 138, thegearbox 132, and the suspension system 134. In some implementations, thevehicle management system 131 is in direct communication with the one ormore driven masses 136, the roller(s) 138, the gearbox 132, and thesuspension system 134. In some embodiments, the vehicle managementsystem 131 and/or component interface device 133 may be provisioned(e.g., over-the-air) with operational settings data to control anoperation of the one or more driven masses 136, the one or more rollers138, the gearbox 132, and/or the suspension system 134.

As an example, the vehicle management system 131 and/or componentinterface device 133 may control, according to operational settingsdata, a position of the driven mass(es) 136 relative to a ground surfaceand/or a position of the roller(s) 138 relative to a wheel of thevehicle. As another example, the vehicle management system 131 and/orcomponent interface device 133 may control, according to operationalsettings data, a force with which the driven mass(es) 136 are applied toa ground surface and/or a force with which the roller(s) 138 are appliedto a wheel such as via one or more actuators. Adjusting (e.g.,increasing) a force with which the driven mass(es) 136 and/or roller(s)are applied to a ground surface and/or a wheel of the vehicle mayimprove contact of the driven mass(s) 136 and/or rollers with the groundand/or wheel, such as on uneven terrain.

As another example, the vehicle management system 131 and/or componentinterface device 133 may control, according to operational settingsdata, the gearbox 132. The gearbox may rotatably couple the drivenmass(es) 136 and/or roller(s) 138 to a generator. The gearbox 132 mayinclude one or more gears of various diameters. The vehicle managementsystem 131 and/or component interface device 133 may control a ratio ofrotation between a driven mass 136 and/or roller 138 rotatably coupledto the gearbox 132 and a generator rotatably coupled to the gearbox 132.The operational settings according to which the vehicle managementsystem 131 and/or component interface device 133 controls the gearbox132 may determine the conditions under which the gearbox 132 adjusts aratio of rotation.

As another example, the vehicle management system 131 and/or componentinterface device 133 may control, according to operational settingsdata, the suspension system 134. The suspension system 134 may house thedriven mass(es) 136 and/or roller(s) 138. The suspension system 134 maybe independent of a suspension system of the vehicle. The suspensionsystem 134 may operate to transition the driven mass(es) 136 and/orroller(s) 138 between engaged/disengaged states and/orextended/retracted states. In some implementations, the engaged stateand the extended state may include similar operational features. In someimplementations, the disengaged state and the retracted state mayinclude similar operational features. In some implementations, the term“engaged state” and the term “extended state” may be usedinterchangeably. In some implementations, the term “disengaged state”and the term “retracted state” may be used interchangeably. The vehiclemanagement system 131 and/or component interface device 133 may controlwhether the suspension system 134 transitions between states. Theoperational settings according to which the vehicle management system131 and/or component interface device 133 controls the suspension system134 may determine the conditions under which the suspension system 134transitions between states.

Advantageously, operational settings data used to control the drivenmass(es) 136, roller(s) 138, gearbox 132, and/or suspension system 134may be provisioned (e.g., over-the-air to the vehicle management system131 and/or component interface device 133). Provisioning the operationalsettings data may allow the operational settings to be updated such asperiodically, automatically, in response to a request, and/or on demand.Updating the operational settings (e.g., via over-the-air provisioning)of the various components can improve operational efficiency and/orperformance of the system by dynamically adjusting operational settingsaccording to real-time needs and conditions. For example, operationalsettings data can be provisioned over-the-air to update operationalsettings to improve performance based on changes in a terrain surface onwhich the vehicle travels, changes in wheels used on the vehicle,changes in a pressure of the vehicle wheels and/or driven mass(es) 136,or the like.

FIG. 1C is given as an example and is not intended to be limiting. Insome embodiments, the component interface device 133 may be incommunication with one or more components, devices, or systemsassociated with the driven mass(es) 136 and/or roller(s) 138. Forexample, the component interface device 133 may in communication with asuspension system, a flexible arm (e.g., of a roller), a shaft, anactuator, a piston, a gear, a lever, a pulley, a spring, or the like toeffectuate control of the driven mass(es) 136 and/or roller(s) 138, suchas a position or applied force thereof.

FIG. 1D is a block diagram illustrating an example embodiment of anenergy system 150 for providing and storing energy. In this example, theenergy system 150 includes a vehicle management system 140, an energysource 155, one or more electrical interfaces 153 (e.g., 153 a, 153 b),energy storage device 141, energy storage device 145, and a load 157. Insome implementations, the energy system 150 can optionally includeenergy storage device 143. In some implementations, the energy system150 can include a plurality of energy storage devices 143. In someimplementations, the energy system 150 can optionally include one ormore diodes, such as diode 158 a, diode 158 b, diode 148 a, diode 148 b,diode 148 c, and/or diode 148 d. In some implementations, the energysystem 150 can optionally include one or more switches, such as switch146 a, switch 146 b, switch 146 c, and/or switch 146 d. In someimplementations, the energy system 150 can optionally include energystorage device 147.

In some embodiments, the energy source 155 can include a power grid orMains electricity. In some embodiments the energy source 155 can includean energy generation or regeneration system. For example, the energysource 155 can include one or more of: a generator, a driven mass, afifth wheel, a roller, a turbine such as a water and/or wind turbine, aregenerative braking system, a solar power generation system such assolar panels or solar cells. In some implementations, the energy source155 may be included within a vehicle. For example, the energy source 155may include an on-board power generation system disposed within and/oron a vehicle and that is mobile with the vehicle. In someimplementations, the energy source 155 may be separate from a vehicle.For example, the energy source 155 may be stationary or in a fixedlocation such as a charging station.

The energy storage device 141 can be electrically coupled to the energysource 155 via an electrical interface 153 a. For example, the energystorage device 141 can be removably coupled (electrically, physically)with the energy source 155 via the electrical interface 153 a. Theelectrical interface 153 a can include a plug and/or a socket such as astandard 110 volt outlet wall socket configured to receive an electricalplug. The energy storage device 141 can be electrically coupled with theenergy source 155 via one or more electrical wires, cables, or cords.The energy storage device 143 can be electrically coupled to the energysource 155 via an electrical interface 153 b in a same or similar manneras described above with respect to energy storage device 141 andelectrical interface 153 a.

The energy storage device 141 can be electrically coupled with theenergy source 155 via a diode 158 a. The diode 158 a can be biasedtoward the capacitor module and configured to allow an energy (e.g., acurrent or amperage) to flow from the energy source 155 to the energystorage device 141. The diode 158 a may prevent an energy from flowingfrom the energy storage device 141 to the energy source 155.Advantageously, the diode 158 a may facilitate retaining an energy atthe energy storage device 141 when the energy storage device 141 has ahigher energy level (e.g., higher voltage) than the energy source energysource 155, such as during a power outage and/or when a power generationsystem is not producing energy. In some embodiments, more than one diodemay be disposed between the energy source 155 and the energy storagedevice 141. The energy storage device 143 can be electrically coupledwith the energy source 155 via a diode 158 b in a same or similar manneras described above with respect to energy storage device 141 and diode158 a.

The energy storage device 141 can include one or more capacitors,ultracapacitors, and/or supercapacitors. A plurality of capacitors inthe energy storage device 141 can be electrically connected in seriesand/or parallel. In some embodiments, the energy storage device 141 canbe configured to store up to 400 volts of electrical energy. Forexample, the energy storage device 141 may store about 100 to 200 volts,about 200 to 300 volts, or about 300 to 400 volts. In some embodiments,the energy storage device 141 can be configured to store less than 100volts such as about 50 volts or about 25 volts.

The switch 146 a can include one or more of an electrical switch, arelay, or the like. The switch 146 a can operate according to one ormore states including an open state and a closed state. In the closedstate, the switch 146 a can conduct energy (e.g., current or amperage)such as from the energy storage device 141 to the energy storage device145. In the open state, the switch 146 a may not conduct energy (e.g.,from the energy storage device 141 to the energy storage device 145).The switch 146 a may transition between the open and closed states. Insome embodiments, the switch 146 a transitions between the open andclosed states automatically, such as in response to a signal from thevehicle management system 140.

The switch 146 a is electrically coupled with the energy storage device145. As shown, the switch 146 a is electrically coupled to the energystorage device 145 via diode 148 a. In some embodiments, the energysystem 150 may not include diode 148 a.

In some embodiments, the energy storage device 145 may be electricallycoupled to the switch 146 a (and/or energy storage device 141) via oneor more electrical wires, cables, cords, or the like, which may beconfigured to withstand high voltages (e.g., 400 volts) and/or highamperage (e.g., 400 amperes). The energy storage device 145 may beelectrically coupled to the energy storage device 141 via one or moreelectrical connectors, such as a plug, a socket, or the like. The energystorage device 145 and the energy storage device 141 may be removablycoupled via the electrical connectors.

When the switch is in the closed state, energy may transfer from theenergy storage device 141 to the energy storage device 145, such as viathe diode 148 a. The energy storage device 141 can be electricallyconnected with the energy storage device 145 in series and/or parallel.When a voltage differential between energy storage device 141 and theenergy storage device 145 exceeds a certain threshold, energy may beamenable to flow from the energy storage device 141 to the energystorage device 145. For example, in some embodiments, the diode 148 amay be configured with a certain resistance preventing current frompassing through the diode 148 a until a threshold voltage across thediode 148 a is achieved. As the voltage differential across the diode148 a (e.g., between the energy storage device 141 and energy storagedevice 145) increases, the diode 148 a may “open” to allow a current topass in a single direction through the diode 148 a.

The switch 146 b may include similar or the same operational and/orstructural features as described above with respect to switch 146 a. Theenergy storage device 143 may transfer energy to the energy storagedevice 145 via the switch 146 b in a same or similar manner as describedabove with respect to energy storage device 141 transferring energy toenergy storage device 145 via switch 146 a.

The energy storage device 145 can include one or more batteries such aslithium ion batteries, lithium polymer batteries, and/or batteries thatinclude one or more other materials for storing energy, such as zinc,carbon, magnesium, manganese, mercury, alkaline, silver, nickel, metalhydride, cadmium, lead, and the like. In some embodiments, the energystorage device 145 can include a battery field. In some embodiments, theenergy storage device 145 can include. In some embodiments, energystorage device 145 can be configured to store up to 400 volts ofelectrical energy. For example, the energy storage device 145 may storeabout 100 to 200 volts, about 200 to 300 volts, or about 300 to 400volts. In some embodiments, the energy storage device 145 can beconfigured to store less than 100 volts such as about 50 volts or about25 volts. In some embodiments, the energy storage device 145 maycomprise a plurality of batteries, such as a battery field. Theplurality of batteries may be electrically connected to one another inseries and/or in parallel.

In some implementations, the energy storage device 145 is electricallycoupled with energy storage device 147. In some implementations, theenergy storage device 145 is directly electrically coupled to the load157.

In some implementations, the energy storage device 145 may bestructurally and/or functionally similar or the same as energy storagedevice 147. In some implementations, the energy storage device 145 maybe structurally and/or operationally different from energy storagedevice 147. For example, energy storage device 145 and energy storagedevice 147 each be configured to store a different amount of energy(e.g., voltage). As another example, energy storage device 145 andenergy storage device 147 can each be configured with a differentspecific power (e.g., power density), specific energy (e.g., energydensity), charge time, charging rate, life cycle, and/or internalresistance. As another example, energy storage device 145 may be adifferent type of device or component than energy storage device 147. Insome embodiments, energy storage device 145 is a capacitor and energystorage device 147 is a battery. In some embodiments, energy storagedevice 145 is a first type of battery and energy storage device 147 is asecond type of battery. In some embodiments, energy storage device 145and energy storage device 147 include various types of lithium ionbatteries and/or lithium polymer batteries. In some embodiments, theenergy storage devices 145, 147 include various materials for storingenergy, such as zinc, carbon, magnesium, manganese, mercury, alkaline,silver, nickel, metal hydride, cadmium, lead, and the like.

In some embodiments, energy storage device 141 and/or 143 has a smallerspecific energy than energy storage device 145 or energy storage device147. In some embodiments, energy storage device 145 has a smallerspecific energy than energy storage device 147. In some embodiments,energy storage device 141 and/or 143 has a greater specific power thanenergy storage device 145 or energy storage device 147. In someembodiments, energy storage device 145 has a greater specific power thanenergy storage device 147.

In one example implementation, the energy storage device 141 and/or 143charges quickly (e.g., quicker than energy storage devices 145 and/or147) and stores the energy as an electric field. The energy storagedevice 141 and/or 143 then conveys energy to the energy storage device145 (which may charge quicker than energy storage device 147), and whichstores the energy conveyed from the energy storage device 141 and/or143. The energy storage device 145 can convey energy to the energystorage device 147 where energy is stored before being provided to theload 157.

Advantageously, the energy storage device 145 may facilitate a transferof energy from the energy storage device 141 and/or 143 to the energystorage device 147 by providing an “intermediate” storage device that ismore amenable to receiving energy from the energy storage device 141and/or 143.

In some implementations, the energy storage device 141 may beelectrically coupled to the load 157. For example, the energy storagedevice 141 may be coupled to the load 157 via one or more of switch 146c and/or diode 148 c. In some implementations, the energy storage device143 may be electrically coupled to the load 157. For example, the energystorage device 143 may be coupled to the load 157 via one or more ofswitch 146 d and/or diode 148 d. Switch(es) 146 c and/or 146 d mayinclude operational and/or structural features similar to thosediscussed above with respect to switch(es) 146 a and/or 146 b. Forexample, the energy storage device(s) 141, 143 may transfer energy tothe load 157 via switch(es) 146 c and/or 146 d. Diode(s) 148 c and/or148 d may include operational and/or structural features similar tothose discussed above with respect to diode(s) 148 a and/or 148 b. Forexample, the energy storage device(s) 141, 143 may transfer energy tothe load 157 via diode(s) 148 c and/or 148 d. In some implementations,the energy storage device 141 may transfer energy to the energy storagedevice 145 at a same time as transferring energy to the load 157. Insome implementations, the energy storge device 143 may transfer energyto the energy storage device 145 at a same time as transferring energyto the load 157.

The energy storage device 147 can be electrically coupled to the load157. The load 157 may include a device or component configured toconsume energy. The load 157 may draw energy from the energy storagedevice 147 as the load 157 operates. For example, the load 157 maydemand current or amperage from the energy storage device 147 dependingon the energy requirements of the load 157. As the load 157 drawscurrent or amperage from the energy storage device 147, a voltage levelof the energy storage device 147 may reduce. As the load 157 requiresmore energy, more current or amperage may be transferred from the energystorage device 147 to the load 157 resulting in greater voltage loss atthe energy storage device 145. In some embodiments, the load 157 mayinclude a vehicle, such as a car, truck, golf cart, tractor,tractor-trailer, or the like. For example, the load 157 may be a motorof a vehicle.

As shown in this example embodiment, the energy system 150 furtherincludes a vehicle management system 140. The vehicle management system140 may include similar structural and/or operational features tovehicle management system 121 and/or vehicle management system 131described herein. The vehicle management system 140 may be implementedin a vehicle and may be in communication (e.g., wired and/or wireless)with one or more components of the vehicle. The vehicle managementsystem 140 may control operation or functionality of the vehicle orvarious components thereof. The vehicle management system 140 caninclude one or more memory or storage devices configured to storeexecutable instructions (e.g., software instructions) that when executedperform one or more operations. The vehicle management system 140 caninclude one or more hardware processors configured to executeinstructions to cause the vehicle management system 140 and/or othercomponents of the energy system 150 to perform one or more operations.

In some embodiments, the vehicle management system 140 can optionallyinclude a voltage sensor 142 and/or a current sensor 144. In someembodiments, the vehicle management system 140 may optionally be incommunication with a voltage sensor and/or a current sensor remote tothe vehicle management system 140. The voltage sensor 142 can beconfigured to determine voltage levels and/or differentials at theenergy source 155, energy storage device 141, 143, 145, and/or 147,and/or at the load 157. The current sensor 144 can be configured todetermine an electrical current or amperage flowing through the energysystem 150 such as from the energy source to energy storage device 141and/or 143, from energy storage device 141 and/or 143 to energy storagedevice 145, from energy storage device 141 and/or 143 to the load 157,from energy storage device 145 to energy storage device 147 and/or theload 157, or from energy storage device 147 to the load 157.

The vehicle managements system 140 may be in communication with theenergy source 155, energy storage device(s) 141, 143, 145, and/or 147,switch(es) 146 a, 146 b, 146 c, and/or 146 d, and/or the load 157. Thevehicle management system 140 may communicate with one or morecomponents of the energy system 150 via a wired and/or wirelessconnection. For example, the vehicle management system 140 may be remoteto one or more components of the energy system 150 and may communicatewith the other components over a wireless network to control one or moreoperations of the components. The vehicle management system 140 maycontrol the operation of the components based at least in part oninformation from the voltage sensor 142, the current sensor 144, and/oraccording to one or more operational settings.

The vehicle management system 140 may control operation of the energysystem 150, or components thereof, such as switch(es) 146 a, 146 b, 146c, and/or 146 d, to control a flow of energy in the energy system suchas between energy storage devices. For example, the vehicle managementsystem 140 may communicate a signal to the switch 146 a to transition toa closed state in which the energy storage device 141 is in electricalcommunication with the energy storage device 145 and configured totransmit energy to the energy storage device 145. As another example,the vehicle management system 140 may communicate a signal to the switch146 a to transition to an open state in which the energy storage device141 is not in electrical communication with the energy storage device145 and in which energy does not flow from the energy storage device 141to the energy storage device 145. The vehicle management system 140 maycontrol energy flow from the energy storage device 141 to the energystorage device 145 (e.g., by controlling switch operation) based atleast in part on information from the voltage sensor 142, the currentsensor 144, and/or according to one or more operational settings. Thevehicle management system 140 may similarly control operation ofswitch(es) 146 b, 146 c, and/or 146 d.

The vehicle management system 140 may be in communication with a server(e.g., OSS) remote to the vehicle management system 140 and/or remote tothe vehicle. The vehicle management system 140 may receive from a remoteserver operational settings data which may include one or moreexecutable software instructions that when executed by a hardwareprocessor are configured to control an operation of the vehiclemanagement system 140 and/or an operation of one or more of thecomponents in communication with the vehicle management system 140.

In one example implementation, the vehicle management system 140receives operational settings data from a remote server relating tocontrolling a switch such as any of switches 146 a, 146 b, 146 c, and/or146 d (e.g., transitioning between open and closed states). In someembodiments, the vehicle management system 140 can receive operationalsettings data that when executed cause the vehicle management system 140to perform an operation immediately (e.g., at a substantially same timeas when the vehicle management system 140 receives the operationalsettings data). For example, the vehicle management system 140 maygenerate and transmit a signal to the switch 146 a to cause the switch146 a to transition between an open and closed state immediately afterreceiving and executing operational settings data. In some embodiments,the vehicle management system 140 can receive operational settings datathat when executed cause the vehicle management system 140 to perform anoperation at a future time (e.g., at a time that is after the vehiclemanagement system 140 receives the operational settings data). Forexample, the vehicle management system 140 may receive and executeoperational settings data that causes the vehicle management system 140to generate and transmit a signal to the switch 146 a to cause theswitch 146 a to transition between an open and closed state whenevercertain conditions are satisfied for an indefinite amount of time movingforward (e.g., until the vehicle management system 140 receives updatedoperational settings data). For example, the operational settings data,when executed, may cause the vehicle management system to cause theswitch 146 a to transition between an open and closed state whenever thevehicle has travelled a certain distance, when a voltage of one or moreenergy storage devices reaches a threshold value, when a load of thevehicle (e.g., a motor) is demanding a certain current draw from anenergy storage device, when an energy generation system of the vehicleis operating or producing a threshold amount of energy, or the like.

Example Energy Storage Devices

The energy storage device 141 may include one or more capacitors such asultracapacitor(s) and/or supercapacitor(s). The energy storage device141 may include one or more batteries, such as a lithium-ion battery,lithium-polymer battery, alkaline battery, lead-acid battery, or thelike. In some implementations, the energy storage device 143 may be asame or similar type of device as the energy storage device 141 and/ormay include similar operational ratings. In some implementations, theenergy storage device 143 may be a different type of device than energystorage device 141 and/or may include different operational ratings. Theenergy storage device 143 may optionally be electrically coupled withthe energy storage device 141 such as in series and/or parallel. In someimplementations, the energy storage device 143 may not be directlyelectrically coupled with the energy storage device 141.

The energy storage device 143 may be removably mechanically and/orelectrically coupled with the energy system 150 and/or componentsthereof, such as the energy source 155, energy storage device 141,energy storage device 145, energy storge device 147, etc. The energystorage device 143 may be removable electrically coupled with the energysystem 150 via a mechanical connection. For example, the energy storagedevice 143 may establish an electrical connection with the energy system150 a via friction fit.

The energy storage device 143 may have a high amp-hour rating. Forexample, the energy storage device 143 may have an amp-hour rating ofless than 10 Ah, less than 25 Ah, less than 50 Ah, less than 75 Ah, orless than 100 Ah. The energy storage device 143 may have a higheramp-hour rating than the energy storage device 141. The energy storagedevice 143 may have low voltage rating. For example, the energy storagedevice 143 may have a voltage rating of less than 1 V, less than 5 V,less than 10 V, less than 20 V, or the like. The energy storage device143 may have a lower voltage rating than the energy storage device 141.In some implementations, the energy storage device 143 may have a sameor similar watt-hour rating as the energy storage device energy storagedevice 141, where watt-hour rating is equal to the amp-hour ratingmultiplied by the voltage rating. The following table is provided as anon-limiting example of one implementation:

Watt-hours Amp-hours Voltage energy storage device 141 720 Wh 20 Ah 36 Venergy storage device 143 720 Wh 60 Ah 12 V

As shown in the example above, the energy storage device 141 may have avoltage rating of 36 V, an amp-hour rating of 20 Ah, and a watt-hourrating of 720 Wh. The energy storage device 143 may also have awatt-hour rating of 720 Wh with a voltage rating of 12 V, an amp-hourrating of 60 Ah. In some implementations, the energy storage device 143may have a different watt-hour rating than the energy storage device141.

Advantageoulsy, the energy storage device 141 and the energy storagedevice 143 can provide a large voltage and a large current to the energystorage device 145. For example, the energy storage device 141 may beconfigured with a large voltage rating (e.g., relative to the energystorage device 143) and the energy storage device 143 may be configuredwith a large amp-hour rating (e.g., relative to the energy storagedevice 141). Advantageously, the energy storage device 143 increases theamount of amperage provided to the energy storage device 145 withoutunnecessarily increasing voltage which may be costly and require largeamounts of space. For example, with reference to the example tableprovided above, energy storage device 141 may be electrically coupled toenergy storage device 145 and can provide 20 Ah and 36 V thereto. If auser desires to increase the amperage provided to the energy storagedevice 145 by an additional 60 Ah, rather than purchase and installthree additional energy storage devices similar to energy storage device141 (e.g., 3 × 20 Ah = 60 Ah), the user would only have to purchase andinstall the single energy storage device 143 to obtain the desiredadditional 60 Ah. In some implementations, a user may combine aplurality of energy storage devices 143 to achieve a desired amp-hourrating.

The energy storage device 143 may include one or more cells. A cell maybe an anode and cathode separated by an electrolyte used to produce avoltage and current. The cells may be arranged in series and/orparallel. In some implementations, the cells of energy storage device143 may be arranged in parallel which may yield a relatively highamp-hour rating of the energy storage device 143 and a relatively lowvoltage rating of the energy storage device 143. The energy storagedevice 141 may include one or more cells. The cells may be arranged inseries and/or parallel. In some implementations, the cells of energystorage device 141 may be arranged in series which may yield arelatively high voltage rating of the energy storage device 141 and arelatively low amp-hour rating of the energy storage device 141.

The energy storage device 143 may have a high C rating. For example, theenergy storage device 143 may have a C rating of less than 5 C, lessthan 10 C, less than 20 C, less than 30 C, less than 40 C, less than 50C, less than 100 C, or less than 150 C. The energy storage device 143may have a higher C rating than the energy storage device 141. A high Crating may facilitate faster charge and/or discharge times of the energystorage device 143. For example, the energy storage device 143 may beconfigured to discharge a large amount of current while maintaining asubstantially constant voltage. The energy storage device 143 may have ahigh maximum current output where maximum current output is equal to Crating multiplied by amp-hour rating. The energy storage device 143 mayhave a high continuous charge/discharge current, and/or a high burstcharge/discharge current.

The energy storage device 143 may have a high E rating. The energystorage device 143 may have a higher E rating than the energy storagedevice 141. The energy storage device 143 may have a high specificpower. The energy storage device 143 may have a higher specific powerthan the energy storage device 141.

The energy storage device 143 may be electrically coupled with theenergy storage device 145 via one or more high voltage wires or cablesconfigured to a hold a large voltage. The energy storage device 143 maybe electrically coupled with the energy storage device 145 via one ormore low voltage wires or cables and/or which may be configured toconduct a large current.

FIG. 2 is a block diagram illustrating an example vehicle component 200of a vehicle that may be provisioned over-the-air. The vehicle component200 may comprise any of the example components described herein, forexample with reference to FIGS. 1A-1D, such as an energy storage device,a generation system, a motor, a vehicle management system, a driven massor roller system, or a component interface device. In some embodiments,the vehicle component 200 may comprise a vehicle management system. Insome embodiments, the vehicle management system may control how othercomponents of the vehicle operate, for example, according to executablesoftware instructions on a processor of the vehicle management system.The vehicle management system can receive operational settings data toupdate, replace, edit and/or revise the executable software instructionsto thereby alter its own operation and/or the operation of any of theother components in the vehicle.

In some embodiments, the vehicle component 200 may comprise a componentinterface device. In some embodiments, the component interface devicemay facilitate an operational compatibility between two or morecomponents, for example as described with reference to FIG. 1B. Thecomponent interface device can receive operational settings data toupdate, replace, edit and/or revise executable software instructionsincluded thereon to thereby alter its own operation, for example, toconfigure the component interface device to facilitate operationalcompatibility between new, additional or replacement components.

In some embodiments, a vehicle may comprise multiple components thatinclude structural and/or operational features similar to those show inexample vehicle component 200. For example, a battery of a vehicle aswell as a vehicle management system of a vehicle as well as a componentinterface device may all include structural and/or operational featuresfor communicating with a server and receiving and storing operationalsetting data as described herein. In some embodiments, components of avehicle with structural and/or operational features for over-the-airprovisioning may each communicate with a server independently from allother components of the vehicle or may communicate in a coordinatedmanner such that their communication is organized or controlled, forexample, by the vehicle managements system. In some embodiments,components of a vehicle with structural and/or operational features forover-the-air provisioning may each communicate with a unique server orwith the same server.

The vehicle component 200 can include a transceiver 205, a wirelesscommunicator 210, a processor 215, a storage medium 220 and a memory225. The transceiver 205 may be connected to the wireless communicator210 which can comprise an antenna or other similar device forfacilitating communicating data to and from a remote server (e.g., OSSdescribed herein). As used herein, phrases referring to communicatingwith the vehicle (such as sending requests from a vehicle to a server orreceiving settings data from a server) may comprise communicating with acomponent of the vehicle such as example component 200.

The transceiver 205 can be connected to a processor 215 that can controlthe operation of the vehicle component 200, including the operation ofthe transceiver 205. The storage medium 220, which may be removable,read-only, or read/write media and may be magnetic-based, optical-based,semiconductor-based media, or a combination of these, may storeoperating system software for the vehicle component 200 and may alsostore at least some settings data. The memory 225 may store additional,information, such as applications that may be loaded into the vehiclecomponent 200. In addition, some or all of the settings data for thevehicle component 200 may be stored in the memory 225. Both the memory225 and the storage medium 220 can be connected to the processor 215.The processor 215 may operate in accordance with executable software,applications, or other instructions stored in the memory 225 and/or thestorage medium 220.

In some implementations, memory 225 and/or storage medium 220 may storepre-configured instructions for executing operational settings in avehicle. In some implementations, the memory 225 and/or storage medium220 may store instructions for executing an application or program toallow a user to interact with the component 200, for example to requestor select operational settings. In some implementations, the memory 225and/or storage medium 220 may store instructions for communicating witha remote server, for example to retrieve settings data therefrom or tosend requests thereto.

FIG. 3 is a block diagram illustrating an example system 300 forover-the-air provisioning of a vehicle’s operational settings. A vehicle325 (and/or user 340) and operational settings server (OSS) 305 may bein communication with each other, for example, via a wirelesscommunications path which may allow geographically dispersed devices,systems, databases, servers and the like to connect (e.g., wirelessly)and to communicate (e.g., transfer data) with each other. For example,in some embodiments, the vehicle 325 (and/or user 340) and OSS 305 maycommunicate with each other via a wireless network which may comprise alocal area network (LAN), a personal area network (PAN) a metropolitanarea network (MAN), a wide area network (WAN) or the like. In someembodiments, the vehicle 325 (and/or user 340) and OSS 305 maycommunicate with each other via radio waves transmitted via antennas,satellites, Bluetooth technology or the like. In some embodiments, thevehicle 325 (and/or user 340) and OSS 305 may communicate with eachother using any combination of the foregoing examples.

The vehicle 325 (and/or user 340) may communicate data (e.g., via awireless communication path) to the OSS 305. For example, the vehicle325 (and/or user 340) may send requests to the OSS 305 for operationalsettings data. The requests can include general requests for operationalsettings data and/or requests for specific operational settings data.The user 340 may send requests to the OSS 305 for operational settingsoptions. The vehicle 325 (and/or user 340) may send information relatingto operational settings data currently included in the vehicle to informthe OSS 305 of the operational settings data possessed by the vehiclesuch as which settings data or which versions of settings data arepossessed by the vehicle.

In some embodiments, the vehicle 325 (and/or user 340) may communicatedata (e.g., via a wireless communication path) to the OSS 305 relatingto an operation or status of the vehicle. For example, the vehicle 325may communicate to the OSS 305 information relating to a charge statusof the vehicle, a charges status of one or more energy storage devicesof the vehicle, a geographical location of the vehicle, a geographiclocation of a desired destination, an estimated time and/or distance thevehicle may continue to operate (e.g., with a certain charge status), adistance travelled by the vehicle, or the like.

The OSS 305 may communicate data (e.g., via a wireless communicationpath) to the vehicle 325 (and/or user 340). For example, the OSS 305 maysend operational settings data to the vehicle 325 to control one or moreoperations of the vehicle (e.g., energy status, energy generationstatus, or the like). The OSS 305 may send data relating to operationalsettings options to a user 340 for example to provide information to theuser 340 relating to which operational settings are available fordownload to the vehicle 325 so that the user 340 may select whichoperational settings to download to the vehicle 325. In someembodiments, the OSS 305 may communicate with a user 340 via one or moreof a phone, a computing device, a tablet, a vehicle navigation system orcontrol system, or the like. For example, the OSS 305 may transmit atext message to a phone of a user 340. As another example, the OSS 305may transmit a message to a control dashboard of a vehicle to be read bya user. As another example, the OSS 305 may communicate an email to auser 340 (e.g., to notify the user that the OSS 305 and/or billingserver 335 has charged the user). In some implementations, the vehicle325 (e.g., a vehicle management system of the vehicle) may communicateto the OSS 305 a charge status of the vehicle, a geographic location ofthe vehicle, and/or a desired geographic destination.

Operational settings data may be stored on an operational settingsserver (OSS) 305 and transmitted (e.g., via wireless communication) tothe vehicle 325. When operational settings are downloaded from the OSS305, the OSS 305 can collect download event information and send it to atransaction manager 330. The download event information can include thetime of the download, the settings data that was downloaded, the reasonfor the download, the vehicle and/or user associated with the downloadetc. The transaction manager 330 can combine the download eventinformation with other information, such as operational settings pricingstructure and developer data for the downloaded operational settings, toproduce usage records. The transaction manager 330 can send the usagerecords to a billing server 335, which may perform billing services,such as generating invoices. In some embodiments, the billing server 335may issue a charge to a user according to the operational settings datatransmitted from the OSS 305 to a vehicle associated with the user. Forexample, the billing server 335 (and/or the OSS 305) may charge a userdepending on the number and/or types of operational settings datadownloaded from the OSS 305 to a vehicle related to the user (e.g.,associated with an account of the user). In addition, the billing server335 may allow an operational settings developer, and/or a third partyassociated with the OSS 305 to run a report and find out how many usershave downloaded and/or are subscribing to a particular service offeringor operational setting.

The OSS 305 may be associated with a particular operator or with a thirdparty. In some implementations, the OSS 305 may be operated by a thirdparty that offers the operational settings for a variety of vehicleand/or vehicle component types, for example according to differentmanufacturers according to their respective various requirements andspecifications. In some implementations, the OSS 305 may be operated bymultiple third parties that each provide unique operational settings,for example each according to a different vehicle type and/or vehiclecomponent or component type.

In some embodiments, the OSS 305 may offer pass-through access to thirdparty operational settings data, such that the operational settings arestored and managed on a server associated with the third party. In someembodiments, most or all of the available applications may be stored andmanaged on the OSS 305. The operator of the OSS 305 may have agreementswith the third parties to offer the operational settings and to providefor payment to the third parties.

Example Operational Settings of an Electric Vehicle

A vehicle or its components may operate according to various operationalsettings. Operational settings data (e.g., executable softwareinstructions) may be downloaded to a vehicle component and may affectthe how the component functions or operates. Examples are provided ofvarious operational settings that may pertain to the various componentsof a vehicle.

Operational settings data may affect how an energy storage device, suchas a battery of a vehicle operates. For example, operational settingsdata can affect the rate at which a battery charges or discharges, themaximum or minimum voltage (e.g., energy charge) that a battery mayhold, whether a battery is charged or not charged, the conditions underwhich a battery is charged, when to start or stop charging a battery andthe like. Operational settings data can affect where energy is stored,for example in vehicles including more than one energy storage devicesuch as multiple batteries, multiple capacitors or batteries andcapacitors. For example, according to one operational setting a vehiclemay store energy in a first battery before storing energy in a secondbattery and vice versa according to a different operational setting. Asanother example, according to one operational setting, a vehicle maystore energy in a capacitor before storing energy in a battery and viceversa according to a different operational setting. As another example,according to one operational setting, one energy storage device (e.g.,capacitor) may receive and store energy until a certain threshold isreached that is defined by the operational setting before dischargingenergy into another energy storage device.

Operational settings data may affect how an energy generation system ofa vehicle operates. For example, operational settings data can affect arate at which an energy generation system generates energy, when itgenerates energy, when it starts or stops generating energy, where tostore or transfer generated energy and the like. For example, accordingto one operational setting, an energy generation system may generateenergy only when the vehicle is accelerating (positive acceleration ornegative acceleration) and according to another operational setting, anenergy generation system may generate energy only when the vehicle isexperiencing constant velocity and zero acceleration.

Operational settings data may affect how a motor of a vehicle operates.For example, operational settings data can affect a rate at which themotor consumes energy, the sources from which the motor draws energysuch as from a battery or a capacitor, and the like. As an example,according to one operational setting, the motor may draw energy at acertain rate from a first energy storage device under certain conditionsand may draw energy at a certain rate from a second energy storagedevice under different conditions.

Operational settings data may affect how a vehicle management system ofa vehicle operates. For example, operational settings data can affecthow a vehicle management system interacts with and/or controls othercomponents of a vehicle. As an example, according to one operationalsetting, the vehicle management system may manage a vehicle’s energy(e.g., generation, storage, consumption) in one way and in a differentway according to a different operational setting. In some embodiments, avehicle management system may control energy flow between components ofa vehicle (e.g., between a capacitor and a battery) via a switchaccording to operational settings data. In some embodiments, theoperational settings data for controlling operation of the switch mayinclude any number of criteria and/or conditions for operating theswitch (e.g., transition between open and closed stated). Criteriaand/or conditions can include battery voltage, capacitor voltage,battery amperage (e.g., delivered to a load), capacitor amperage (e.g.,receive from an energy source), or the like. In some embodiments, theoperational settings data for controlling operation of the switch mayinclude logic based on levels, changes, rates of change, changes in rateof change, etc., present values and/or historical values of any of thepreceding example criteria or conditions. In some embodiments, criteriaand/or conditions of an operational setting can include geographicallocation of the vehicle, a distance travelled by the vehicle, a distancebetween the vehicle and a desired destination, or the like. As anexample, a vehicle management system may cause a switch to transition toa closed state to allow energy to flow between energy storage devicesevery time the vehicle travels a certain distance (e.g., 10 miles, 30miles, 100 miles, or the like).

Example Implementation

In an example implementation, the vehicle 325 may communicate to the OSS305 that the vehicle 325 is 10 miles from a desired destination (e.g.,home) and that a battery of the vehicle has sufficient energy tocontinue to power the vehicle at a current operational status for 5 moremiles before discontinuing operation due to low charge. In response, theOSS 305 can transmit a communication to the user 340 (e.g., via a textmessage to a phone of the user, via a message to a control dashboard ofthe vehicle 325, or the like) to notify the user 340 that they are 10miles away from a destination and that the battery of the vehicle 325only has sufficient charge to operate the vehicle 325 for another 5miles. The OSS 305 may provide operational settings options to the user340 which can include, for example, an option to flow energy into abattery to charge the battery to increase the range of the vehicle(e.g., from 5 to greater than 10 miles) so that the vehicle may reachthe desired destination, an option to enter a power saving mode, anoption to initiate operation of a power generation system (e.g., rollersin extended position) to generate energy to be slowed into the battery,or the like. In some implementations, the operational settings optionsmay be simplified to be easy to understand by a user 340. For example,the operational settings options may be a question such as “Do you wantto extend vehicle range by an additional 10 miles?” In someimplementations, the operational settings options may not reflectentirely the operational settings data that would correspond thereto.For example, a user 340, when reviewing operational settings options,may not care about every detail of the operational settings data thatwould be necessary to effectuate the operational settings options. Insome implementations, the OSS 305 may determine the operational settingsdata that correspond most accurately to the selected operationalsettings options to most effectively implement the selected options. Theuser 340 may communicate a selected operational settings option to theOSS 305 (e.g., via text message or the like). In response to receivingthe user’s 340 selected option, the OSS 305 may generate operationalsettings data corresponding to the selected option to transmit to thevehicle 325 to cause the vehicle to operate according to the selectedoperational setting. For example, the OSS 305 may transmit operationalsettings data to the vehicle 325 to cause a vehicle management system toelectrically connect a capacitor module to a battery (e.g., via aswitch) to flow energy from the capacitor to the battery and/or to causean energy generation system (e.g., roller(s). driven mass(es)) totransition to an extended position to generate energy to be flowed intothe battery.

Operational settings data may affect operational compatibility betweenvarious components of a vehicle. For example, operational settings datamay configure one component to interface (e.g., electrically couple andcommunicate) with another component. For example, operational settingsdata may allow a vehicle management system to interface with any of theother components. As an example, a new component that is installed orincluded in the vehicle may operate according to manufacturer’sspecifications and may as a result not function properly (or at all)with other components of the vehicle. The new component or othercomponents of the vehicle may download operational settings data toallow the new component to interface with the other components of thevehicle.

Operational settings data may affect how one or more driven massesoperate. Operational settings data may control operation of a drivenmass based on one or more factors, including for example, the amount ofenergy being generated by rotation of the driven mass, the velocity ofthe vehicle, the air pressure of the driven mass, a motion of the drivenmass (e.g., vertical motion caused by uneven terrain), a geographiclocation of the vehicle, a distance travelled, by the vehicle, a desireddestination, and the like. As an example, operational settings data maycontrol the circumstances under which a driven mass is in an extendedposition (e.g., in contact with the ground) or in a retracted position(e.g., not in contact with the ground). For example, according tocertain operational settings data, a driven mass may be in an extendedposition when the vehicle is traveling in excess of a thresholdvelocity. As another example, operational settings data may control theconditions under which a driven mass transitions between an extended orretracted position, such as based on whether a threshold amount ofenergy is being generated by rotation of the driven mass. As anotherexample, operational settings data may control the force with which adriven mass is exerted onto a ground surface. For example, according tocertain operational settings data, a driven mass may be applied to aground surface with greater force (e.g., when a ground surface isuneven) to ensure continual contact with the ground surface, and may beapplied to the ground surface with less force (e.g., when the groundsurface is flat). The force with which a driven mass is applied to theground, and/or position of the driven mass may be adjusted or controlledaccording to the operational settings data by one or more structuralfeatures of (e.g., associated with) the driven mass, including, forexample, flexible arms, mechanical springs, gas springs, pistons,suspension systems, shafts, struts, hydraulics, pneumatics, levers,gears, pulleys, actuators, hinges, pivots, joints, or the like.

Operational settings data may affect how one or more rollers operate.Operational settings data may control operation of rollers based on oneor more factors, including for example, the amount of energy beinggenerated by rotation of the roller, the velocity of the vehicle, theair pressure of a wheel with which a roller is in contact, a motion of awheel with which the roller is in contact (e.g., vertical motion causedby uneven terrain), a geographic location of the vehicle, a distancetravelled, by the vehicle, a desired destination, and the like. As anexample, operational settings may control the circumstances under whicha roller is in an extended position (e.g., in contact with a wheel of avehicle) or in a retracted position (e.g., not in contact with thewheel). For example, according to certain operational settings data, aroller may be in an extended position when the vehicle is traveling inexcess of a threshold velocity. As another example, operational settingsdata may control the conditions under which a roller transitions betweenan extended or retracted position, such as based on whether a thresholdamount of energy is being generated by rotation of the roller. Asanother example, operational settings data may control the force withwhich a roller is exerted onto a wheel. For example, according tocertain operational settings data, a roller may be applied to a wheelwith greater force such as when a ground surface is uneven and the wheelis experiencing significant vertical motion to ensure continual contactwith the wheel throughout a range of vertical motion, and may be appliedto the wheel with less force such as when the ground surface is flat andthe wheel is experiencing minimal vertical motion. As another example,the force with which a roller is applied to a wheel and/or position ofthe roller may be adjusted based on the wheel air pressure (e.g.,increase force to ensure roller contacts wheel when wheel air pressureis low, or transition to retracted position when substantial contactbetween roller and wheel cannot be achieved due to low wheel airpressure, and the like). The force with which a roller is applied to thewheel, and/or position of the roller may be adjusted or controlledaccording to the operational settings data by one or more structuralfeatures of (e.g., associated with) the roller, including, for example,flexible arms, mechanical springs, gas springs, pistons, suspensionsystems, shafts, struts, hydraulics, pneumatics, levers, gears, pulleys,actuators, hinges, pivots, joints, or the like.

Operational settings data may affect how an autonomous driving system ofa vehicle operates. For example, a remote server may periodically updatean autonomous driving system (e.g., with the most recent algorithms,data, or the like) by provisioning the vehicle with the latestoperational settings data relating to the autonomous driving system.Advantageously, complex operational systems of the vehicle (e.g.,autonomous driving systems) may remain up-to-date by fast and simpleprovisioning of operational settings data without the need for costlyand lengthy hardware updates. Operational settings data may similarlyaffect other systems of the vehicle such as navigational systems.

In certain embodiments, one or all of the components of a vehicle maynot be configured for over-the-air provisioning. In such embodiments, acomponent interface device may advantageously be used to facilitateoperational compatibility between components, for example rather thandirectly provisioning the components themselves. For example, acomponent interface device may be installed in a vehicle and may beprovisioned (e.g., over-the-air) with various operational settings dataas required or desired to configure the component interface device tointegrate and operate with other components of the vehicle and tofacilitate operational compatibility between any of the other componentsin the vehicle such as between a vehicle management system and an energystorage device.

In some embodiments, a component interface device may be used when theother components of the vehicle are configured for over-the-airprovisioning.

Advantageously, provisioning vehicle components may reduce the need forcostly, technical or otherwise challenging servicing of the vehicle(e.g., mechanical or electrical fixes) to allow for a new component tointegrate in a vehicle such as when a new battery is installed.Provisioning may also allow for components to be installed in a vehiclethat would otherwise not be able to integrate and function in saidvehicle. For example, by provisioning vehicle components withoperational settings data, components from various manufacturers thatwould otherwise not be capable of functioning together, may beintegrated into a vehicle and operate according to a desired manner.

Operational settings data may affect functionality of othercomputer-based components of a vehicle, such as navigation, stereo,driver assistance systems and the like. Operational settings data maycomprise software patches or fixes such as for disabled vehiclecomponents or vehicle components that are not functioning correctly.

Example Methods for Over-The-Air Provisioning

FIGS. 4-7 are flowcharts illustrating example processes for over-the-airprovisioning of a vehicle’s operational settings. Various methods mayexist for the over-the-air provisioning of a vehicle’s operationalsettings. For example, the operational settings may be provisionedautomatically on a periodic basis, the operational settings may beprovisioned in response to a request (such as from a user or vehicle),or in response to a detected new vehicle component or in response todetected altered operation of the vehicle or in response to some otherinput. As further examples, a vehicle’s operational settings may beprovisioned during an initial configuration of the vehicle and/or thevehicle’s operational settings or may be provisioned when newoperational settings are available. The example processes shown in FIGS.4-7 are provided as example and are not intended to be limiting. In someembodiments, the flowcharts may include more or less blocks than whatare shown in the FIGS.

FIG. 4 is a flowchart illustrating an example 400 process forover-the-air provisioning of a vehicle’s operational settings. Exampleprocess 400, or any portion thereof, may be implemented on a server thatmay be remote to the vehicle, such as OSS described with reference toFIG. 3 . At block 401, the server may receive a request for operationalsettings data from the vehicle. In some embodiments, the request may bea general request, for example a request for all available operationalsettings data or the request may be a specific request for specificoperational settings data. In some embodiments, the vehicle may transmitthe request upon an initial configuration of the vehicle or its variouscomponents. In some embodiments, the vehicle may transmit the requestautomatically on a periodic basis, for example, to continually check ifthe vehicle has received the most up-to-date operational settings. Insome embodiments, at block 401, the server may receive a request from auser. In some embodiments, the request may be received via wirelesscommunication. In some embodiments, the request may be communicated tothe server from a component of the vehicle such as a vehicle managementsystem of the vehicle or a component interface device of the vehicle.

At block 403, the server may check if operational settings data isavailable. For example, the vehicle may have requested any availableupdated settings data and the server, at block 403, may check if anyupdated settings data is available or if the vehicle has the mostupdated settings data already. If settings data is available, the servermay proceed to block 405 and if not, may proceed to block 401.

At block 405, the server may send operational settings data to thevehicle or component thereof, such as a vehicle management system or acomponent interface device. The settings data may be sent to the vehicleover a wireless communications path. In some embodiments, theoperational settings data sent at block 405 may include all settingsdata available on the server or a subset thereof, such as specificoperational settings data in response to a request for specificoperational settings data.

FIG. 5 is a flowchart illustrating an example process 500 forover-the-air provisioning of a vehicle’s operational settings. Exampleprocess 500, or any portion thereof, may be implemented on a server thatmay be remote to the vehicle, such as OSS 305 described with referenceto FIG. 3 . The communications between the user, server, and vehicle asdescribed in example process 500 may be done via a wirelesscommunications path.

At block 501, the server may optionally receive a request from a userfor operational settings options. For example, a user may desire to viewone or more operational settings available for a vehicle or componentsof a vehicle.

At block 502, the server may optionally receive information relating toa vehicle operation and/or status. In some embodiments, the server mayreceive said information from vehicle management system. For example, avehicle management system may transmit to the server, a status ofcurrent operational settings data of the vehicle, a charge status of thevehicle, an energy generation status of the vehicle, operatingconditions of the vehicle, estimated remaining battery life or operatingtime of the vehicle, or the like.

At block 503, the server may send data relating to operational settingsoptions to the user. This may allow a user to view one or moreoperational settings that are available for download to the vehicle fromthe server. The server may communicate the operational settings optionsto the user via one or more of a text message, email message, internetmessage, or the like.

At block 505, the server may receive a selection of an operationalsetting from the user. For example, the user, after having reviewedavailable operational settings, may select one or more of the availablesettings and send a request to the server to download to the vehiclesaid operational setting(s).

At block 507, the server may send, to a vehicle, operational settingsdata corresponding to the option selected by the user.

At block 509, the server may optionally update one or more of a historylog, a user account, and/or billing records. For example, in response tosending the operational settings data to the vehicle, the server mayrecord to a history log the details of the transaction (e.g., time,which settings were downloaded, etc.) and may generate a charge to theuser for the transaction.

FIG. 6 is a flowchart illustrating an example process 600 for requestingoperational settings data from a server. Example process 600, or anyportion thereof, may be implemented on a component a vehicle such asexample component 200 described with reference to FIG. 2 herein, forexample on a processor of the component. In some embodiments, exampleprocess 600 can be implemented on a processor of a vehicle managementsystem or a component interface device.

At block 601, a processor of vehicle component (e.g., vehicle managementsystem or a component interface device) may monitor the components of avehicle. For example, the processor of a particular vehicle component(e.g., vehicle management system or a component interface device) may bein communication with other components of the vehicle. The processor maymonitor the components of the vehicle to detect whether vehiclecomponents have been added to the vehicle (e.g., established a newcommunication with the processor) and/or removed from the vehicle (e.g.,terminated an existing communication with the processor).

At block 602, the processor may determine if a new vehicle component hasbeen detected. For example, the processor may detect when a vehiclebattery has been replaced with a different vehicle battery (e.g., a newbattery of the same type as the old battery or a new battery of adifferent type than the old battery). As another example, the processormay detect a component that has never before been included in thevehicle, such as a second additional battery, where the vehicle has onlyever had one battery, or some other additional energy storage devicesuch as an ultracapacitor. If the processor detects a new component, theprocessor may proceed to block 603.

At block 603, the processor may determine whether operational settingsdata is required or desired for the component detected at block 602 tooperate properly within the vehicle. For example, the new component orother components of the vehicle may require a more up-to-date version ofoperational settings and/or new operational settings data for the newcomponent to function properly or optimally with the vehicle and thevehicle’s other components. If settings data is not required or desired,the processor may return to block 601 and if settings data is requiredor desired for the new component or other components, the processor maycontinue to block 605.

At block 605, the processor may send a request (e.g., to a remoteserver) for the operational settings data that is required and/ordesired. The processor may communicate with the server via a wirelesscommunications path. In response to the request, the remote server maysend the operational settings data to the vehicle as described elsewhereherein, for example according to the examples provided. In someembodiments, the operational settings data may be sent to the componentof the requesting processor (e.g., vehicle management system, componentinterface device) and/or to another component such as the new component,for example, if the new component is configured for over-the-airprovisioning.

FIG. 7 is a flowchart illustrating an example process 700 for sendingoperational settings data to a vehicle. Example process 700, or anyportion thereof, may be implemented on a server that may be remote tothe vehicle, such as OSS described with reference to FIG. 3 . At block701, the server may check the status of a vehicle’s operationalsettings. For example, the server may check which settings data and/orwhich version of settings data is currently possessed by the vehicle.The server may check the status by querying the vehicle for datarelating to its current operational settings (e.g., sending a request tothe vehicle for information relating to the operational settings of thevehicle). The server may query the vehicle via a wireless communicationspath as described elsewhere herein. In some embodiments, the server maykeep a history log of download event information and/or have access tosuch a log such as on a third-party server. The download eventinformation such as recorded in a history log can include one or more ofa time of transmitting operational settings data from the server to thevehicle, the operational settings data that have been transmitted fromthe server to the vehicle, a reason for transmitting operationalsettings data from the server to the vehicle, the identity of a vehiclesending the request to the server, the identity of a vehicle receivingthe operational settings data from the server or the identity of a usersending the request to the server. The history log of download eventinformation may allow the server to know which operational settings thevehicle currently has without having to query the vehicle.

At block 703, the server may determine whether operation settings areavailable for the vehicle. For example, the server may determine whethera more up-to-date version of the vehicles current operational settingsdata are available for the vehicle and/or may determine whether newoperational settings data are available for the vehicle. The server maycompare the vehicle’s current operational settings with all operationalsettings included in the server or accessible by the server or a subsetthereof. If the server includes or has access to more or differentoperational settings than what are currently included in the vehicle,this may indicate that new and/or more up-to-date operational settingsare available for the vehicle that may be desirable and/or required forthe vehicle or its components to operate (e.g., optimally). If, at block703, the server determines that operational settings are not available,the server may return to block 701, and otherwise may proceed to block705.

At block 705, the server may send operational settings data to thevehicle. The operational settings data may include a more up-to-dateversion of the vehicle’s current settings data and/or may includesettings data that are new to the vehicle. The server may send thesettings data to the vehicle via a wireless communications path asdescribed elsewhere herein.

FIG. 8 is a diagram of an exemplary “fifth” wheel 802 configured todrive or power an on-board charging system (OBCS) 810 of a vehicle 800.The fifth wheel 802 may also be referred to herein as a driven mass,roller, or the like. The term “fifth wheel” as used herein is notintended to be limiting and is used for illustrative and/or exemplarypurposes only. For example, the fifth wheel 802 may be implemented in avehicle with more than four or more than five wheels, such as asemi-truck or tractor-trailer. As another example, the fifth wheel 802may be implemented in a vehicle with less than five wheels or less thanfour wheels, such as a motorcycle. The term “fifth wheel” is notintended to be limiting of the number of wheels of the vehicle in whichthe fifth wheel may be implemented. The OBCS can include one or more ofa capacitor, battery, or other energy storage device. The fifth wheel802 as shown is in an extended state such that the fifth wheel 802 is incontact with the ground or road surface and, thus, rotates while thevehicle 800 is in motion. The controller may extend or retract the fifthwheel 802 such that the fifth wheel 802 is not always in contact withthe ground or road surface. In some embodiments, the fifth wheel 802 isreplaced with or integrated as a small motor or geared component drivenby a drive shaft, motor, wheel, or other driven component of the vehicle800. In some embodiments, the small motor or geared component mayinclude a small fixed gear electric motor that rotates the shaft at adesirable rotations per minute (RPM). For discussion herein, the fifthwheel 802 will be described as being driven when in contact with theground, though any other means of being driven (for example, the smallmotor or geared component driven by a drive shaft) is envisioned. Assuch, the fifth wheel 802, whether in contact with the ground orintegrated with another drive component within the vehicle 800, rotatesin response to the vehicle 800 being driven to move or otherwise moving.In some embodiments, although the fifth wheel 802 is in contact with theground, the fifth wheel 802 may not carry a significant portion ofweight of the vehicle 800. As such, in some embodiments, a minimal orsmall amount of drag will be created or caused by the fifth wheel 802. Acontroller may be configured to control the amount of drag that thefifth wheel 802 creates (for example, how much pressure the fifth wheel802 exerts downward on the road surface).

The fifth wheel 802 is coupled to a drive shaft (herein referred to asthe “shaft”) 806. As the fifth wheel 802 rotates, the shaft 806 alsorotates at a same, similar, or corresponding rate as the fifth wheel802. In some embodiments, the fifth wheel 802 and the shaft 806 may becoupled such that the shaft 806 rotates at a greater or reduced rate ascompared to the fifth wheel 802. In some embodiments, the shaft 806 iscoupled to a support structure 807. The support structure 807 may beattached to the frame or body of the vehicle 800 and allow for the fifthwheel 802 to be extended or retracted as needed while supported by thevehicle 800. Two sprockets or gears 808 a and 808 b are disposed on theshaft 806 such that when the shaft 806 rotates, the sprockets 808 a and808 b also rotate. In some embodiments, the sprockets 808 a and 808 band the shaft 806 may be coupled such that the sprockets 808 a and 808 brotate at a greater or reduced rate as compared to the shaft 806.

The sprockets 808 a and 808 b engage with a chain, belt, gearing,pulley, or similar device 804 a and 804 b, respectively. The chains 804a and 804 b cause one or more devices (not shown in this figure) coupledvia the chains 804 a and 804 b to rotate at a rate that corresponds tothe rate of rotation of the sprockets 808 a and 808 b. In someembodiments, the one or more devices coupled to the sprockets 808 a and808 b via the chains, gearing, pulley, or similar device 804 a and 804 bare components of or otherwise coupled to the OBCS 810. For example, thedevices to which the sprockets 808 a and 808 b are coupled via thechains (and so forth) 804 a and 804 b provide power (for example, by wayof kinetic energy) to the OBCS 810 to enable the OBCS 810 to charge thevehicle 800 while the vehicle 800 is in motion. Thus, in someembodiments, the devices to which the sprockets 808 a and 808 b arecoupled via the chains 804 a and 804 b may include generators,alternators, or similar mechanical to electrical energy conversiondevices, as described in further detail below. In some embodiments, thesmall motor described above may act as a fail over motor to drive theshaft driving the generators 902 a and 902 b should one of the chains804 a and 804 b fail.

In some embodiments, the vehicle 800 includes multiple fifth wheels 802,sprockets 808, and/or chains 804 coupling the sprockets 808 to one ormore devices. The one or more fifth wheels 802 and the corresponding oneor more sprockets 808 may rotate with one or more corresponding shafts806. In some embodiments, each fifth wheel 802 is mounted via itsrespective shaft 806 to its own support structure 807. In someembodiments, each fifth wheel 802, when additional fifth wheels 802exist, is coupled to its own energy conversion device(s) through one ormore sprockets 808 and chains 804 that rotate with the correspondingshaft 806 of the additional fifth wheels 802. By including additionalfifth wheels 802, more mechanical energy may be converted to electricalenergy for supply by the OBCS 810 as compared to with a single fifthwheel 802.

FIG. 9 is a diagram of the fifth wheel 802 of FIG. 8 mechanicallycoupled to two generators 902 a and 902 b that convert mechanicalrotation of the fifth wheel 802 into electrical energy outputs, inaccordance with an exemplary embodiment. In some embodiments, thegenerators 902 a and 902 b may be replaced with alternators or similarelectricity generating devices. Each of the generators 902 a and 902 bhas a rotor coupled to a drive pulley 904 a and 904 b, respectively. Thedrive pulley 904 of each generator 902 may rotate, causing thecorresponding rotor to rotate and causing the generators 902 to generatean electrical energy output via a cable (not shown in this figure). Thedrive pulleys 904 a and 904 b are coupled to the fifth wheel 802 via oneof the sprockets 808 a and 808 b and one of the chains 804 a and 804 b,respectively. The cable may supply any generated electrical energyoutput to the OBCS 810 as an input energy to the OBCS 810. In someembodiments, the two generators 902 a and 902 b may be replaced by anynumber of generators 902, from a single generator to many generators. Insome embodiments, the generators 902 may generate AC electricity or DCelectricity, depending on the application. When the generators 902generate AC power, an AC-to-DC converter may be used to condition andconvert the generated electricity for storage. When the generators 902generate DC power, an DC-to-DC converter may be used to condition thegenerated electricity for storage.

As described above, the fifth wheel 802 is designed to rotate when thevehicle 800 is in motion and the fifth wheel 802 is extended and/orotherwise in contact with the ground or road surface (or otherwise beingdriven while the vehicle is in motion). When the fifth wheel 802rotates, that rotation causes the shaft 806 to rotate, causing thesprockets 808 a and 808 b to also rotate. Accordingly, the chains 804 aand 804 b coupled to the sprockets 808 a and 808 b move or rotate aroundthe sprockets 808 a and 808 b, respectively. The movement of the chains804 a and 804 b while the vehicle 800 is in motion and the fifth wheel802 is in contact with the ground causes the pulleys 904 a and 904 b ofthe rotors of the generators 902 a and 902 b, respectively, to rotate.As described above, the rotation of the pulleys 904 of the generators902 causes the rotors of the generators 902 to rotate to cause thegenerators 902 to generate the electrical energy output via the cable,where the electrical energy output corresponds to the mechanicalrotation of the pulleys 904. Thus, rotation of the fifth wheel 802causes the generators 902 a and 902 b to generate electrical energyoutputs. In some embodiments, the generators 902 a and 902 b (incombination and/or individually) may generate electrical energy outputsat greater than 400 VAC (for example in a range between 120 VAC and 480VAC) delivering up to or more than 120 kW of power to the OBCS 810. Insome embodiments, the power output of the generators 902 a and 902 b, incombination and/or individually, may range between 1.2 kilowatts (kW)and 120 kW, for example 1.2 kW, 3.3 kW, 6.6 kW, 22 kW, 26 kW, 62.5 kW,and 120 kW, and so forth. In some embodiments, the generators 902 a and902 b provide up to or more than 150 kW of power. The power provided bythe generators may be adjusted by adjusting the particular generatorsused or by otherwise limiting an amount of power being delivered fromthe OBCS 810 to the battery (or similar charge storage devices), asneeded.

In some embodiments, the fifth wheel 802 may be designed to be smallerin diameter than the other wheels of the vehicle 800. By making thefifth wheel 802 smaller in diameter than the other wheels of the vehicle800, the fifth wheel 802 may rotate more revolutions per distancetraveled than the other wheels of the vehicle. Accordingly, the fifthwheel 802 rotates at a faster RPM than the other wheels of the vehicle.The shaft 806, coupled to the fifth wheel 802, has a smaller diameterthan the fifth wheel 802. The sprockets 808 a and 808 b coupled to theshaft 806 have a larger diameter than the shaft 806 but a smallerdiameter than the fifth wheel 802. In some embodiments, the diameters ofthe various components (for example, the fifth wheel 802, the shaft 806and/or the sprockets 808 a and 808) may be varied to further increasethe rate of rotation (or rotational speed) of the correspondingcomponents. In some embodiments, the diameter of the fifth wheel 802 maybe reduced further as compared to the other wheels of the vehicle. Insome embodiments, gearing between the fifth wheel 802 and the shaft 806and/or between the shaft 806 and the sprockets 808 a and 808 b mayfurther increase the difference in the rotational rates or speeds of thevarious components as compared to a wheel of the vehicle 800.

As shown in FIG. 9 , the pulleys 904 (and the rotors) of the generators902 have a smaller diameter than the sprockets 808. Accordingly, thepulleys 904 may rotate at a faster or greater RPM than the sprockets 808and the fifth wheel 802. Accordingly, the rotors of the generators 902coupled to the pulleys 904 may rotate at a faster RPM (as compared tothe fifth wheel 802) and generate electrical energy that is output tothe OBCS 810 via the cable described above. In some embodiments,adjusting the diameters of the various components described herein tocause the pulleys 904 a and 904 b to rotate at different RPMs and cancause the generators 902 a and 902 b to generate different amounts ofpower for transmission to the OBCS 810 (for example, faster rotation mayresult in more power generated by the generators 902 a and 902 b thanslower rotation). By varying the sizing of the various components, therotors of the generators 902 a and 902 b may rotate at greater orsmaller rotation rates. The greater the rotational rate, the more powerthat is generated by the generators 902 a and 902 b. Thus, to maximizepower generation by the generators 902 a and 902 b, the variouscomponents (for example, the fifth wheel 802, the shaft 806, thesprockets 808, the pulleys 904, and so forth), may be sized to maximizethe rotation rate of and power generated by the generators 902.

In some embodiments, the sprockets 808 a and 808 b may have a diameterthat is approximately half the diameter of the fifth wheel 802. Forexample, a ratio of the diameter of the fifth wheel 802 to the sprockets808 a and 808 b may be approximately 2:1 such that the sprockets 808 aand 808 b rotate at approximately twice the rotational speed or RPMs asthe fifth wheel 802. More specifically, the diameter of the sprockets808 a and 808 b may be between 3″ and 5″, where the diameter is one of3″, 4″, and 5″. Similarly, the sprockets 808 a and 808 b may have alarger diameter than the pulleys 904 a and 904 b; for example, thepulleys 904 a and 904 b may have diameters of less than 5″ (morespecifically, one or more of 1″, 2″, 3″, 4″, and 5″, inclusive). Theresulting rotation of the pulleys 904 a and 904 b occurs at sufficientlyhigh, sustained speeds or RPMs that the corresponding generators 902 aand 902 b generate electrical power at levels sufficient to energy theOBCS 810 to charge the battery of the vehicle 800 while the vehicle 800is in motion.

As the rotors for the generators 902 a and 902 b rotate, they induce amagnetic field within windings in stator coils of the generators 902 aand 902 b. The magnetic field generated within the coils may becontrolled (for example, increased or decreased) by changing a number ofcoils in each of the generators 902 a and 902 b, thus changing thesizing of the generators 902 a and 902 b. The energy generated by thegenerators 902 a and 902 may be varied (for example, increased ordecreased) by introducing and/or changing a number of capacitors orother components utilized in conjunction with the generators 902 a and902 b (for example, within the generators 902 a and 902 b or in seriesdownstream of the generators 902 a and 902 b), and/or by using apermanent magnet coil in the generators 902. The magnetic fieldgenerated within the coils may be directly related to the energy (forexample, a current) generated by the generators 902 a and 902 b. In someembodiments, the magnetic field is related to the torque on thegenerator such that as the torque on the generator increases, themagnetic field rises. As such, to reduce wear and tear on components inthe vehicle 800 and to optimize voltage generation, the magnetic fieldis managed as described herein. In some embodiments, when the fifthwheel 802 comprises the small motor as described above, the small motoris an AC or DC motor and acts as a fail over device that is coupleddirectly to the rotors of the generators 902 such that the small motoris able to drive the generator should the pulley 804, the fifth wheel802, or other device coupling the fifth wheel 802 to the generators 902fail.

In some embodiments, the extending and retracting of the fifth wheel 802may occur based on communications with a controller that monitors thestate of charge of a battery and/or demand from a motor. For example,when the controller determines that the battery requires a charge or themotor demands electricity (for example, the vehicle 800 isaccelerating), the controller issues a signal to a fifth wheel 802control system that causes the fifth wheel 802 to be extended to be incontact with the ground or road surface while the vehicle 800 is inmotion. Once the fifth wheel 802 reaches an RPM of at least 1000 RPM,the rate of rotation (for example, the RPMs) of the fifth wheel 802 maybe controlled and/or monitored such that the battery is charged suchthat the charge of the battery is maintained or increased or such thatthe motor is provided with sufficient energy to drive the vehicle 800.For example, if the controller determines that the battery needs to becharged while the vehicle 800 is in motion, the controller may issue thesignal to charge the battery to the fifth wheel 802 system. This signalmay cause the fifth wheel 802 system to extend the fifth wheel 802 tocontact the ground or road surface. When the fifth wheel 802 reaches1000 RPM while the vehicle 800 is moving, the generators 902 a and 902 bgenerate sufficient electrical energy to charge the battery at a rategreater than it is being discharged by the motor to move the vehicle 800or to feed the motor at a level sufficient to fully drive the vehicle800. As the controller monitors the charge of the battery or the demandfrom the motor, when the charge level or the charge state of the batteryor the motor demand reaches a second threshold, the controller may issuea second signal to stop charging the battery or stop feeding the motor.This second signal may cause the fifth wheel 802 to be retracted orotherwise disconnect the feed of electricity from the battery or themotor.

In some embodiments, retracting the fifth wheel 802 occurs in acontrolled matter. In some embodiments, the fifth wheel 802 continues torotate when it is initially retracted and no longer in contact with theground or road surface. As such, the generators 902 a and 902 b coupledto the fifth wheel 802 continue to generate electrical energy while thefifth wheel 802 continues to rotate based on its inertia. The controllermay issue the second signal before the battery is fully charged so as tonot waste any energy generated by the generators 902 a and 902 b. Insome embodiments, energy generated by the generators 902 a and 902 b maybe offloaded from the vehicle 800, for example to a land-based grid orenergy storage device (for example, a home battery, and so forth).

In some embodiments, the controlled deceleration of the rotation of thefifth wheel 802 when the fifth wheel 802 is retracted occurs due to abrake or similar component that causes the fifth wheel 802 to stoprotating in a controlled manner. In some embodiments, the brake mayinclude a physical brake or other slowing techniques. In someembodiments, the braking of the fifth wheel 802 is regenerative toprovide energy to the battery or the motor while the fifth wheel 802 isbraking.

In some embodiments, as described above, the fifth wheel 802 extends inresponse to the first signal from the controller requesting that thebattery of the vehicle 800 be charged. As noted above, the fifth wheel802 may have a mass that allows the fifth wheel 802 to continue torotate under inertia, etc., when the fifth wheel 802 is retracted and nolonger in contact with the ground or road surface while the vehicle 800is in motion. In some embodiments, the fifth wheel 802 is coupled to theflywheel or similar component that spins under the inertia, etc., afterthe fifth wheel 802 is retracted from the ground or road surface. Basedon the inertia of the fifth wheel 802 or the flywheel or similarcomponent, mechanical energy may be generated from the movement of thevehicle 800 and stored for conversion to electricity (for example, bythe generators 902 a and 902 b, etc.).

Once the fifth wheel 802 is extended to contact the ground or roadsurface, the fifth wheel 802 begins rotating when the vehicle 800 ismoving. Due to the smaller size of the fifth wheel 802, as describedabove, the fifth wheel 802 rotates with more RPMs than the other wheelsof the vehicle 800. While the fifth wheel 802 rotates, the sprockets 808a and 808 b described above also rotate, causing the generators 902 aand 902 b to generate electrical energy. The continued reduction indiameters of components between the other wheels of the vehicle 800 andthe pulleys 904 of the generators 902 ensures that the generators 902rotate at a sufficiently fast rate (RPMs) that they generate power tosupply to the OBCS 810, as described herein. The electrical energy isfed to the OBCS 810, which charges the vehicle 800 via the charging portof the vehicle 800, or directly to the motor. The fifth wheel 802 isretracted in response to the second signal from the controller, and mayor may not continue to rotate and generate electricity under itsinertia.

As described above, due to the mass and other properties of the fifthwheel 802 or the flywheel or similar components, the fifth wheel 802 orthe fly wheel or similar components may continue to rotate or otherwisemaintain some mechanical energy though the fifth wheel 802 is no longerin contact with the ground or road surface while the vehicle 800 ismoving. In some embodiments, the fifth wheel 802, once it reaches the1000 RPMs described above, is able to maintain its rotation even thoughthe fifth wheel 802 is no longer being “driven” by the ground or roadsurface when the vehicle 800 is moving. As such, the generators 902 aand 902 b are able to continue to generate electrical energy forcharging the battery or feeding the motor of the vehicle 800 via theOBCS 810. In some embodiments, the fifth wheel 802 or the flywheel orsimilar components may continue to generate mechanical energy that isconverted to electrical energy by the generators 902 a and 902 b untilthe fifth wheel 802 or flywheel or similar components are stopped usingthe brake or similar components, as described above, or until the fifthwheel 802 or flywheel or similar components stop rotating due tofriction. In some embodiments, the fifth wheel 802 or flywheel may bereplaced with a geared motor or similar component that is smaller indiameter than the other wheels of the vehicle.

In some embodiments, the fifth wheel 802 may be configured to not be incontact with the ground (for example in a position stored upward fromthe ground) as the vehicle accelerates (for example from rest) to reducethe drag on the vehicle as the vehicle accelerates and so to minimizethe energy reduction in an energy storage device (e.g., ultracapacitor,battery) required for acceleration of the vehicle. The fifth wheel 802may be configured to drop, for example automatically, to contact theground to begin generating energy as discussed herein when the vehicleis not accelerating (for example from rest), for example when thevehicle has reached a substantially constant, non-zero velocity forexample 25 miles per hour. The fifth wheel may be configured toautomatically raise (to avoid contact with the ground to reduce drag onthe vehicle) when the vehicle is accelerating and/or when the vehicle’sacceleration is above a certain threshold, when the vehicle isaccelerating within certain velocities and/or when the vehicle is movingwithin threshold velocities. The fifth wheel may be configured toautomatically drop (to contact the ground to generate energy) when thevehicle is not accelerating, and/or when the vehicle’s acceleration isbelow a certain threshold and/or when the vehicle is moving withinthreshold velocities.

FIG. 10 is an alternate fifth wheel system 1000 illustrating the fifthwheel of FIG. 8 mechanically coupled to a generation unit 1010 thatconverts a mechanical rotation of the fifth wheel into an electricalenergy output to the vehicle 800, for example the battery or thecapacitor module. In some embodiments, the OBCS 810 described hereincomprises the generation unit 1010 (for example, instead of or inaddition to the generators 902 a and 902 b described above). Thegeneration unit 1010 and the generators 902 a and 902 b may be usedinterchangeably herein. In some embodiments, the generation unit 1010may be directly coupled to the battery, the capacitor module, and/or themotor. The system 1000 includes the fifth wheel 802 as supported by thesupport structure 807 as shown in FIG. 8 . In some embodiments, thesupport structure 807 includes an independent suspension system 1002that enables the fifth wheel 802 and the corresponding componentscoupled to the fifth wheel 802 to move vertically and/or horizontallyrelative to the ground or the road surface or the vehicle 800 to reactor respond to variations in the road or road surface. The independentsuspension 1002 may operate independently of the suspension of thevehicle 800, thus allowing the fifth wheel 802 and correspondingcomponents to move differently from the vehicle 800, allowing the fifthwheel system 1000 to “float freely” relative to the vehicle 800. Theindependent suspension 1002 may help protect the components coupled tothe fifth wheel 802 (for example, the components shown in FIG. 10 ) byreducing the effects of the variations in the road or road surface tothe components. In some embodiments, the independent suspension 1002includes one or more shocks, struts, linkages, springs, shock absorbers,or similar components that help enable, compensate for, and/or reducethe vertical and/or horizontal movement of the fifth wheel 802 andcoupled components. In some embodiments, the independent suspension 1002also includes various components that improve stability of thecomponents of the OBCS 810 described herein. For example, theindependent suspension 1002 may include a stabilization bracket 1012disposed between a flywheel 1008 and a generation unit 1010, describedin more detail below. The stabilization bracket 1012 disposed betweenthe flywheel 1008 and the generation unit 1010 may provide stabilizingsupports between two components that move or have moving parts. Thegeneration unit 1010 may include the generator 902 described above or analternator or any corresponding component(s) that generate electricityfrom mechanical energy. The generation unit 1010 may harvest themechanical/kinetic energy from the movement of the vehicle 800 (or fromthe inertia caused by the movement of the vehicle 800) prior to abuild-up of friction or heat or other conditions that may otherwisecause energy to be lost by the vehicle 800 (for example, to the heat orother conditions), thereby saving and storing energy that wouldotherwise be lost or wasted.

The alternate system 1000 further may include the fifth wheel 802configured to rotate or spin on the shaft 806. As described above, therotation of the fifth wheel 802 causes the shaft 806 to rotate andfurther causes the sprocket 808 and chain 804 to rotate. The chain 804is coupled to a second shaft 704, for example via a second pulley orsprocket 709 rotated by the chain 804. In some embodiments, the shaft806 is coupled to the second shaft 704 via another means, for example adirect coupling, a geared coupling, and so forth. In some embodiments,the sprockets 808 and 709 (or similar components) and so forth may besized to allow for balancing of rotational speeds between the variouscomponents. For example, the sprockets 808 on the shaft 806 andcorresponding sprockets or gearing on the second shaft 704 are sized tobalance rotations between the fifth wheel 802 and the generation unit1010. In some embodiments, the sizing for the sprockets 808 and 709 (andsimilar components) is selected to control the electricity generated bythe generation unit 1010.

The generation unit 1010 may be electrically coupled to a capacitor (forexample, one of the capacitor modules), the battery, the motor, and/or acut-off switch. The cut-off switch may disconnect the output of thegeneration unit 1010 from the capacitor, the battery, and/or the motorsuch that electrical energy generated by the generation unit 1010 may betransferred to the battery, the capacitor module, or to the motors asneeded. In some embodiments, the cut-off switch can be controlled by anoperator or the controller of the vehicle 800 or the second controllerof the OBCS 810. For example, the controller of the vehicle 800 or theOBCS 810 may receive, identify, and/or determine an interrupt signal toinitiate the dump. In response to the interrupt signal, the controllermay disconnect the output of the generation unit 1010 from the battery,the capacitor module, and/or the motor. Disconnecting the output of thegeneration unit 1010 from the capacitor, the battery, and/or the motormay ensure that any residual electrical energy in one or more componentsof the OBCS 810 (for example, the generation unit 1010) is transferredor “dumped” to the battery and/or the capacitor module and thereforecontrol a supply of back-up high voltage. In some embodiments, duringthe dump, the output of the generation unit 1010 may be connected to adump load or similar destination when disconnected from the capacitormodule, the battery, and/or the motor to prevent damage to any coupledelectrical components. In some embodiments, the dump load may comprise aback-up battery, capacitor, or similar energy storage device. In someembodiments, the voltage dump may occur for a period of time and/or atperiodic intervals defined by one or more of a time for example since aprevious dump, a distance traveled by the vehicle for example since theprevious dump, a speed of the vehicle for example since the previousdump, and a power generated and/or output by the generation unit 1010,for example since the previous dump. After the dump is complete (forexample, the period of time expires), then the controller may disconnectthe dump load from the generation unit output (for example, at ageneration unit terminal) and reconnect the battery, the capacitormodule, and the motor.

In some embodiments, the voltage dump may comprise opening a contactorthat is positioned downstream of the generation unit 1010 or thegenerators 902. Opening the contactor may disconnect the generation unit1010 or the generators 902 from the downstream components (for example,the load components for the generation unit 1010 or the generators 902).In some embodiments, the controls for initiating and/or deactivating thedump are conveniently located for the vehicle operator to access orcoupled to the controller for the vehicle 800.

In some embodiments, the generation unit 1010 outputs the generatedelectrical energy in pulses or with a constant signal. For example, theoperator or the controller of the vehicle 800 or the second controllerof the OBCS 810 In some embodiments, the generation unit 1010 isswitchable between outputting the electrical energy in pulses or in theconstant signal. The operator may control whether the output is pulsedor constant or the OBCS 810 may automatically control whether the outputis pulsed or constant without operator intervention based on currentdemands of the vehicle 800 and so forth. In some embodiments, when theoutput is pulsed, the operator and/or the OBCS 810 can control aspectsof the pulsed signal, including a frequency of the pulse, an amplitudeof the pulse, a duration of each pulse, and so forth. Similarly, whenthe output is constant, the operator and/or the OBCS 810 may controlaspects of the constant signal, including a duration of the signal andan amplitude of the signal.

In some embodiments, the operator of the vehicle 800 can control theheight of the fifth wheel 802. For example, the operator determines whento lower the fifth wheel 802 so that it is in contact with the road or aroad surface, thereby causing the fifth wheel 802 to rotate. Theoperator may have controls for whether the fifth wheel 802 is in araised position, where it is not in contact with the road, or in alowered position, where it is in contact with the road. Additionally, oralternatively, the operator may have options to control specifics of theraised or lowered position, for example how low to position the fifthwheel 802. Such controls may allow the operator to control the amount offorce that the fifth wheel 802 provides on the road or road surface,which may impact the electrical energy generated by the OBCS 810. Forexample, when the fifth wheel 802 is pressing down on the road surfacewith a large amount of force, then this force may create more resistanceagainst the fifth wheel 802 rotating when the vehicle 800 is moving,thereby reducing the electrical energy generated by the OBCS 810. On theother hand, when the force on the fifth wheel 802 is small amount offorce, then the fifth wheel 802 may lose contact with the road or roadsurface depending on variations in the road surface, thereby alsoreducing the electrical energy generated by the OBCS 810. Thus, thecontrols may provide the operator with the ability to tailor thedownward force exerted by the fifth wheel 802 on the road based on roadconditions and based on the need for power. In some embodiments, theOBCS 810 may automatically control the force of the fifth wheel 802 onthe road to maximize electrical energy generation based on monitoring ofthe road surface and electrical energy being generated.

Additionally, the operator of the vehicle 800 may choose to extend thefifth wheel 802 so that it contacts the road or retract the fifth wheel802 so that it does not contact the road based on draft or dragconditions. For example, if the drag increases or is expected toincrease based on various conditions, the operator may choose to retractthe fifth wheel 802 or keep the fifth wheel 802 retracted. If the dragdecreases or is expected to decrease based on conditions, then theoperator may choose to extend the fifth wheel 802 or keep it extended.In some embodiments, the OBCS 810 may automatically extend and/orretract the fifth wheel 802 based on drag or potential drag conditionswithout the operator’s involvement.

In some embodiments, the controller may enable retraction and/orextension of one or more of the multiple fifth wheels 802. Such controlof the fifth wheels 802 may be based on an analysis of charge remainingin the energy storage components of the electric powered devices and/ora speed or other conditions of power generation using the fifth wheels802. In some instances, the controller may determine that one or more ofthe fifth wheels should be extended to generate power based on themovement and/or other conditions of the electric powered device.

In some instances, the fifth wheel 802 is coupled to a gearbox allowingone or more ratios of rotating components to be adapted to the movementof the electric powered device or vehicle. The gearbox may allow theratios of rotating components to be adjusted to change the amount ofpower generated by the fifth wheels 802, where the gearbox can allow forincreased power generation as needed depending on various conditions.

In some instances, the fifth wheel 802 may be coupled to a gearboxallowing one or more ratios of rotating components to be adapted to themovement of the vehicle, enabling the OBCS 810 and/or an operator tomechanically control and/or adjust rates at which electricity isgenerated by generators coupled to the fifth wheel(s) 802. For example,the gearbox can enable changing of ratios between the rotation of thefifth wheel(s) 802 of the vehicle based on a speed at which the vehicleis traveling or a grade on which the vehicle is traveling, therebyimpacting rotations of the generator and electricity produced by thegenerator. For example, if the vehicle is traveling slowly or up-hill,or traveling against a current, or into a headwind, the gearbox can beadjusted such that the ratio of the generator and the fifth wheels 802are closer to each other. If the vehicle is traveling quickly ordown-hill, or with a current, or with a tail-wind, the gearbox can beadjusted such that the ratio of the generator and the fifth wheels 802are such that a single rotation of the fifth wheel 802 results inmultiple rotations of the generator via the gearbox, and so forth.

FIG. 11 is block diagram illustrating an example implementation of agearbox 1105. The gearbox 1105 may include one or more gears which maybe one or more sizes. The gearbox 1105 can be coupled to one or moredriven mass(es) 1103 and a generator 1107. The driven mass(es) 1103 caninclude one or more rollers, as described herein, and/or one or more“fifth” wheels, as described herein. In some implementations, the drivenmass(es) 1103 can include one or more turbines such as a water and/orwind turbine. The gearbox 1105 can adjust a rotational velocity of arotatable component of the generator 1107 with a rotational velocity ofa rotatable component of the driven mass(es) 1103. For example, thedriven mass(es) 1103 may be rotatably coupled to a first gear of thegearbox 1103 and the generator 1107 may be rotatably coupled to a secondgear of the gearbox 1105. The first and second gears of the gearbox 1105may be rotatably coupled. The first and second gears may be differentsizes, including having different diameters, such that rotation of thefirst gear at a first angular velocity causes rotation of the secondgear at a second angular velocity. The gearbox 1105 can change a ratioof angular velocity between the driven mass(es) 1103 and the generator1107 by changing a gear to which the driven mass(es) 1103 and/orgenerator 1107 is rotatably coupled. The gearbox 1105 can adjust theratio of rotation, such as by changing the gear to which the drivenmass(es) 1103 and the generator 1107 is rotatably coupled, according touser input and/or according to operational settings, according to any ofthe examples discussed herein.

FIG. 12A is a diagram illustrating an example embodiment of an apparatus1200 comprising a roller rotatably couplable to a wheel of a vehicle. Asshown in FIG. 12A, the apparatus 1200 may comprise a roller 1202, ashaft 1204 and a generator 1206. The roller 1202 may comprise asubstantially cylindrical shape comprising a length, a diameter, acurved surface and a center axis. A curved surface of the roller 1202may be in substantial physical contact with a curved surface of thewheel 1201. The center axis of the roller 1202 may be substantiallyparallel to a center axis of the wheel 1201. The roller 1202 may beconfigured to rotate about its center axis. The roller 1202 may berotatably couplable to a wheel 1201 of the vehicle such that rotation ofthe wheel 1201 causes rotation of the roller 1202. The roller 1202 mayrotate in an opposite direction than the wheel 1201, for example asshown in FIG. 12A. The roller 1202 may rotate at a greater rotationalvelocity than the wheel 1201.

With continued reference to FIG. 12A, the roller 1202 may be rotatablycoupled to a shaft 1204 such that rotation of the roller 1202 can causerotation of the shaft 1204. The shaft 1204 may rotate about an axis thatis substantially parallel to the axis of the roller 1202 and may rotatein a same direction as the roller 1202, for example as shown in FIG.12A. In some embodiments, the shaft 1204 may be fixedly rotatablycoupled to the roller 1202 such that the shaft 1204 can only rotate whenthe roller 1202 rotates. In some embodiments, the shaft 1204 may beconfigured to rotate when the roller 1202 is not rotating. For example,after a roller 1202 discontinues rotating, the shaft 1204 may continueto rotate, for example due to rotational inertia. For example, theroller 1202 and/or shaft 1204 may comprise a one-way ratchet device thatcauses the shaft 1204 to rotate when the roller 1202 rotates and allowsthe shaft 1204 to continue to rotate for a period of time even after theroller 1202 stops rotating. In some embodiments, the shaft 1204 may beconfigured to not rotate when the roller 1202 is rotating. For example,in a disengaged state, as discussed in greater detail herein, the roller1202 may rotate in response to rotation of a vehicle wheel but may notcause rotation of the shaft 1204 to generate energy at the generator1206.

The shaft 1204 may be operably coupled to a generator 1206. Thegenerator 1206 may be configured to generate energy (e.g., an electricaloutput) in response to mechanical movement such as the rotation of theshaft 1204. The generator 1206 may be electrically coupled to thevehicle and may provide generated energy to the vehicle, for example toa motor of the vehicle and/or to an energy storage device of the vehiclethat includes one or more batteries and/or capacitors (e.g.,ultracapacitors) or one or more hypercapacitors.

FIG. 12B is a diagram illustrating an example embodiment of an apparatus1200 comprising a roller that is removably coupled to a wheel of avehicle. The apparatus 1200 may exist in one of (1) an engaged state or(2) a disengaged state. In the engaged state, the roller 1202 may be inphysical contact with the wheel 1201 (e.g., rotatably coupled to thewheel 1201) in which the rotation of the wheel 1201 causes the roller1202 to rotate. In some embodiments, in the disengaged state, the roller1202 may not be in physical contact with the wheel 1201 such thatrotation of the wheel 1201 does not cause the roller 1202 to rotate. Insome embodiments, in the disengaged state, the roller 1202 may be inphysical contact with the wheel 1201 such that rotation of the wheel1201 causes the roller 1202 to rotate but the roller 1202 may not berotatably coupled to the shaft 1204 such that rotation of the roller1202 does not cause the shaft 1204 (or other similar component) torotate to cause generation of energy at the generator 1206.

FIG. 12B shows a roller 1202 in an example disengaged state such thatthe roller 1202 is not in physical contact with the wheel 1201 and willnot rotate in response to a rotation of the wheel 1201. The roller 1202may transition between the engaged and the disengaged states. In someembodiments, the roller 1202 may transition between the engaged and thedisengaged states automatically, for example, based at least in part onan energy demand of the vehicle (e.g., an energy demand of a motor ofthe vehicle) and/or a rotational velocity of the wheel 1201. In someembodiments, the roller 1202 may transition between the engaged and thedisengaged states in response to a user input, such as a driver of thevehicle activating a user input device, such as a button, lever, orswitch.

FIG. 13A is a diagram illustrating an example embodiment of theapparatus 1300 comprising one or more rollers rotatably couplable to asidewall of a wheel of a vehicle. As shown in FIG. 13A, the apparatus1300 may comprise one or more rollers 1302, a shaft 1304 and a generator1306. Each of the one or more rollers 1302 may comprise a substantiallycylindrical shape and may further comprise a length, a diameter, acurved surface and a center axis. A curved surface of each of the onemore rollers 1302 may be in substantial physical contact with a sidewallsurface of the wheel 1301. The center axis of each of the one or morerollers 1302 may be substantially orthogonal to a center axis of thewheel 1301. Each of the one or more rollers 1302 may be configured torotate about its center axis. Each of the one or more rollers 1302 maybe rotatably couplable to the wheel 1301 of the vehicle such thatrotation of the wheel 1301 causes rotation of each of the one or morerollers 1302. Each of the one or more rollers 1302 may rotate at agreater rotational velocity than the wheel 1301.

The roller(s) 1302 may be configured to be in physical contact with asidewall of the wheel 1301 at any distance away from a center axis ofthe wheel. For example, the roller(s) 1302 may be in physical contactwith a sidewall of the wheel 1301 close to the center axis of the wheelor far from a center axis of the wheel. The roller(s) 1302 may rotate ata greater rotational velocity when in physical contact with the sidewallof the wheel 1301 far from a center axis of the wheel 1301 than when inphysical contact with the sidewall of the wheel 1301 near a center axisof the wheel 1301.

With continued reference to FIG. 13A, the roller(s) 1302 may berotatably coupled to a shaft 1304 such that rotation of the roller(s)1302 causes rotation of the shaft 1304. The roller 1302 may be coupled(e.g., rotatably coupled) to the shaft 1304 for example via one or morecoupling devices as required or desired such as gears, sprockets,chains, belts, pulleys and the like. The shaft 1304 may rotate about anaxis that is substantially orthogonal to the axes of the roller(s) 1302.In some embodiments, the shaft 1304 may be fixedly rotatably coupled tothe roller(s) 1302 such that the shaft 1304 can only rotate when theroller(s) 1302 rotate. In some embodiments, the shaft 1304 may beconfigured to rotate when one or more of the roller(s) 1302 is notrotating, for example, after a roller 1302 discontinues rotating, theshaft 1304 may continue to rotate, for example due to rotationalinertia. For example, the roller(s) 1302 and/or shaft 1304 may comprisea one-way ratchet device that causes the shaft 1304 to rotate when theroller(s) 1302 rotate and allows the shaft 1304 to continue to rotateeven when one of the roller(s) 1302 is not rotating (e.g., has stoppedrotating). In some embodiments, the shaft 1304 may be configured to notrotate when one or more of the roller(s) 1302 are rotating. For example,in a disengaged state, as discussed in greater detail herein, theroller(s) 1302 may rotate in response to rotation of a vehicle wheel butmay not cause rotation of the shaft 1304 to generate energy at thegenerator 1306.

The shaft 1304 may be operably coupled to a generator 1306. Thegenerator 1306 may be configured to generate energy (e.g., an electricaloutput) in response to mechanical movement such as the rotation of theshaft 1304. The generator 1306 may be electrically coupled to thevehicle and may provide generated energy to the vehicle, for example toa motor of the vehicle and/or to an energy storage device of the vehiclethat includes one or more batteries and/or capacitors (e.g.,ultracapacitors) or one or more hypercapacitors.

FIG. 13B is a diagram illustrating an example embodiment of theapparatus 1300 comprising one or more rollers that are removably coupledto a sidewall of a wheel of a vehicle. The apparatus 1300 may exist inone of (1) an engaged state or (2) a disengaged state. In the engagedstate, the roller(s) 1302 may be in physical contact with the wheel 1301(e.g., rotatably coupled to a sidewall of the wheel 1301) in which therotation of the wheel 1301 causes the roller(s) 1302 to rotate. In someembodiments, in the disengaged state, the roller(s) 1302 may not be inphysical contact with the wheel 1301 such that rotation of the wheel1301 does not cause the roller(s) 1302 to rotate. In some embodiments,in the disengaged state, the roller(s) 1302 may be in physical contactwith the wheel 1301 such that rotation of the wheel 1301 causes theroller(s) 1302 to rotate but the roller(s) 1302 may not be rotatablycoupled to the shaft 1304 such that rotation of the roller(s) 1302 doesnot cause the shaft 1304 (or other similar component) to rotate to causegeneration of energy at the generator 1306.

FIG. 13B shows roller(s) 1302 in an example disengaged state such thatthe roller(s) 1302 are not in physical contact with the wheel 1301 andwill not rotate in response to a rotation of the wheel 1301. Theroller(s) 1302 may transition between the engaged and the disengagedstates. In some embodiments, the roller(s) 1302 may transition betweenthe engaged and the disengaged states automatically, for example, basedat least in part on an energy demand of the vehicle (e.g., an energydemand of a motor of the vehicle) and/or a rotational velocity of thewheel 1301. In some embodiments, the roller(s) 1302 may transitionbetween the engaged and the disengaged states in response to a userinput, such as a driver of the vehicle toggling a user input device suchas a button, switch or lever.

The rotational inertia of the rollers 1302 in the example embodiment ofFIGS. 13A-13B and other examples herein can be changed, for exampleincreased or decreased. Increasing the rotational inertia of the rollerscan cause more or less friction to be applied to the wheel 1301 and alsocause more or less energy to be generated at the generator 1306. Forexample, more energy would be required to rotate a roller 1302 with ahigh rotational inertia than would be required to rotate a roller 1302with less rotational inertia. Thus, a roller 1302 with high rotationalinertia could more quickly decelerate the rotation of the wheel 1301while simultaneously causing more energy to be generated at thegenerator 1306 than a roller with lower rotational inertia. For example,when acceleration or a constant speed of the vehicle is desired, therotational inertia of the roller(s) 1302 may be low to apply lessfriction to the wheel 1301 (which may thereby cause less energy to begenerated at the generator 1306) and when deceleration of the vehicle isdesired (e.g., stopping), the rotational inertia of the roller(s) 1302may be high to apply more friction to the wheel 1301 (which may therebycause more energy to be generated at the generator 1306). Thus, for anygiven desired mode of operation of the vehicle (e.g., acceleration,deceleration) a maximum energy may be generated at the generator 1306 bychanging a rotational inertia of the rollers 1302.

In some implementations, the rotational inertia of the rollers 1302 canchange automatically for example in response to an energy demand of themotor of the vehicle, a rotational velocity of the wheel, and/or desiredbraking etc. In some implementations, the rotational inertia of therollers can change in response to a manual user input. The rotationalinertia of the roller 1302 can be changed by changing a state of theroller 1302, the shaft 1304 (or other coupling device), and/or changinga state of the generator 1306. In some implementations, a gearbox maychange the rotational inertia of the roller 1302 by changing a gearratio between the roller 1302 and the generator 1306.

FIG. 14A is a block diagram illustrating an example energy system 1400.The energy system 1400 may include similar structural and/or operationfeatures as example energy system 150 shown and/or described herein. Theenergy system 1400 can include an energy source 1401, energy storagedevice 1403, energy storage devices 1405, and a load 1407. In someimplementations, the energy system 1400 can optionally include anelectrical interface 1402, a diode 1404A, a switch 1406A, and/or a diode1404B.

The energy source 1401 can include an energy generation or regenerationsystem. In some implementations, the energy source 1401 can include asolar power generation system. The energy source 1401 can include one ormore solar panels and/or solar cells configured to generate anelectrical voltage and/or current in response to exposure to light. Insome implementations, the energy source 1401 may be included within avehicle. For example, the energy source 1401 may include an on-boardpower generation system disposed within and/or on a vehicle and that ismobile with the vehicle. In some implementations, the energy source 1401may be separate from a vehicle. For example, the energy source 1401 maybe stationary or in a fixed location such as a charging station.

The electrical interface 1402 can include a plug configured tomechanically and/or electrically couple the energy source 1401 to theenergy storage device 1403. The energy storage device 1403 may beremovably coupled to the energy source 1401 via the electrical interface1402.

The diode 1404A can include one or more diodes configured to conduct anelectrical current in one direction. The diode 1404A can be biasedtoward the energy source 1403. The diode 1404A may be configured toconduct an electrical current from the energy source 1401 to the energystorage device 1403. The diode 1404A may be configured to prevent anelectrical current from passing from the energy storage device 1403 tothe energy source 1401. The diode 1404A may act as an insulator andprevent an electrical current from passing until a voltage across thediode 1404A exceeds a threshold. The diode 1404A may open to allow acurrent to pass in response to a voltage across the diode 1404Aexceeding a threshold.

The energy storage device 1403 can include one or more devicesconfigured to store energy such as a voltage. The energy storage device1403 can include one or more capacitors, such as ultracapacitors and/orsupercapacitors. The energy storage device 1403 may be configured toreceive energy from the energy source 1401 via the electrical interface1402 and/or the diode 1404A.

The switch 1406 can include one or more electrical switches, relays,circuits, or the like. The switch 1406 may be configured to transitionbetween open and closed states. In a closed state, the switch 1406 maybe configured to conduct an electrical current. In a closed state, theswitch 1406 may be configured to prevent an electrical current frompassing.

The diode 1404B may include similar structural and/or operationalfeatures as any of the other diodes shown and/or described herein, suchas diode 1404A.

The energy storage device 1405 may receive energy from the energystorage device 1403 via the switch 1406 and/or diode 1404B. The energystorage device 1405 can include one or more devices configured to storeenergy such as a voltage. The energy storage device 1405 can include oneor more batteries. The energy storage device 1405 can include a batteryfield or battery array. The energy storage device 1405 can include oneor more lithium batteries, such as lithium ion batteries, lithiumpolymer batteries, or the like.

The load 1407 may receive energy from the energy storage device 1405.The load 1407 can include a device configured to consume energy orpower. The load 1407 can include a motor of a vehicle.

FIG. 14B illustrates an example implementation of an energy systemincluding a solar charging station 1451 used to charge a vehicle 1450.The solar charging station 1451 can include one or more solar panelsand/or solar cells 1459. The solar charging station 1451 can include oneor more energy storage devices such as capacitors and/or batteries. Thesolar panels 1459 may be configured to generate a voltage and/or currentin response to light. The solar charging station 1451 may be configuredto store energy generated by the solar panels 1459 in one or morestorage devices of the solar charging station 1451.

The vehicle 1450 may include one or more energy storage devices such ascapacitors and/or batteries. The vehicle 1450 may be configured toreceive energy from the solar charging station 1451. For example, thevehicle 1450 may receive energy from the solar panels 1459 and/or froman energy storage device of the solar charging station 1451. The vehicle1450 may be configured to store energy from the solar charging station1451 in a capacitor storage device of the vehicle 1450 such as anultracapacitor or supercapacitor. The vehicle 1450 may transfer energyfrom a capacitor storage device to a battery storage device of thevehicle 1450 and/or to a load of the vehicle 1450. Advantageously, thevehicle 1450 may be configured to receive a large amount of energy fromthe solar charging station 1451 in a short amount of time to store in anelectric field of a capacitor storage device which may reduce chargetimes of the vehicle 1450.

FIG. 14C illustrates an example implementation of an energy systemincluding one or more solar panels and/or solar cells 1461 and a vehicle1460. The solar panels 1461 may be configured to generate a voltageand/or current in response to light. The solar panels 1461 may bedisposed on a surface of the vehicle 1460. For example, the solar panels1461 may be disposed on a roof surface of the vehicle 1460, on a hoodsurface of the vehicle 1460, on a trunk surface of the vehicle 1460, orthe like. In some implementations, the solar panels 1461 may be disposedon a side surface of the vehicle 1460 such as on a door of the vehicle1460. Advantageously, the solar panels 1461 may be mobile with thevehicle 1460 and may generate energy as the vehicle 1460 travels.

The vehicle 1460 may include one or more energy storage devices such ascapacitors and/or batteries. The vehicle 1460 may be configured toreceive energy from the solar panels 1461. The vehicle 1460 may beconfigured to store energy from the solar panels 1461 in a capacitorstorage device of the vehicle 1460 such as an ultracapacitor orsupercapacitor. The vehicle 1460 may transfer energy from a capacitorstorage device to a battery storage device of the vehicle 1460 and/or toa load of the vehicle 1460. Advantageously, the vehicle 1460 may beconfigured to receive a large amount of energy from the solar panels1461 in a short amount of time to store in an electric field of acapacitor storage device which may reduce charge times of the vehicle1460.

FIG. 15A is a block diagram illustrating an example energy system 1500.The energy system 1500 may include similar structural and/or operationfeatures as any of the other example energy systems shown and/ordescribed herein, such as energy system 150 and/or energy system 1400.The energy system 1500 can include an energy source 1501, energy storagedevice 1503, energy storage devices 1505, and a load 1507. In someimplementations, the energy system 1500 can optionally include anelectrical interface 1502, a diode 1504A, a switch 1506A, and/or a diode1504B.

In some embodiments the energy source 1501 can include an energygeneration or regeneration system. For example, the energy source 1501can include one or more turbines. A turbine can include one or moreblades, fans, vanes, and/or rotors. A turbine can include one or moregenerators. A turbine can be configured to generate energy, such as anelectrical current and/or voltage in response to a rotation of theturbine. A turbine can be configured to rotate in response to a fluidflow across the turbine such as a water flow and/or air flow. In someimplementations, the energy source 1501 may be included within avehicle. For example, the energy source 1501 may include an on-boardpower generation system disposed within and/or on a vehicle and that ismobile with the vehicle. In some implementations, the energy source 1501may be separate from a vehicle. For example, the energy source 1501 maybe stationary or in a fixed location such as a charging station.

The energy storage device 1503 can include one or more devicesconfigured to store energy such as a voltage. The energy storage device1503 can include one or more capacitors, such as ultracapacitors and/orsupercapacitors. The energy storage device 1503 may be configured toreceive energy from the energy source 1501 via the electrical interface1502 and/or the diode 1504A.

The energy storage device 1505 may receive energy from the energystorage device 1503 via the switch 1506 and/or diode 1504B. The energystorage device 1505 can include one or more devices configured to storeenergy such as a voltage. The energy storage device 1505 can include oneor more batteries. The energy storage device 1505 can include a batteryfield or battery array. The energy storage device 1505 can include oneor more lithium batteries, such as lithium ion batteries, lithiumpolymer batteries, or the like.

The load 1507 may receive energy from the energy storage device 1505.The load 1507 can include a device configured to consume energy orpower. The load 1507 can include a motor of a vehicle.

FIG. 15B illustrates an example implementation of an energy systemincluding a turbine charging station 1521 used to charge a vehicle 1520.The turbine charging station 1521 can include one or more turbines 1529which may include blades, fans, rotors, or the like, and which may beconfigured to rotate in response to movement of a fluid, such as air orwater, across the turbine 1529. The turbine charging station 1521 caninclude one or more generators configured to generator energy inresponse to a rotation of the turbine 1529. The turbine charging station1521 can include one or more energy storage devices such as capacitorsand/or batteries. The turbine charging station 1521 may be configured tostore energy generated by the turbines 1529 and/or generators in one ormore storage devices of the turbine charging station 1521.

The vehicle 1520 may include one or more energy storage devices such ascapacitors and/or batteries. The vehicle 1520 may be configured toreceive energy from the turbine charging station 1521. For example, thevehicle 1520 may receive energy from the turbine 1529, generator, and/orfrom an energy storage device of the turbine charging station 1521. Thevehicle 1520 may be configured to store energy from the turbine chargingstation 1521 in a capacitor storage device of the vehicle 1450 such asan ultracapacitor or supercapacitor. The vehicle 1520 may transferenergy from a capacitor storage device to a battery storage device ofthe vehicle 1520 and/or to a load of the vehicle 1520. Advantageously,the vehicle 1520 may be configured to receive a large amount of energyfrom the turbine charging station 1521 in a short amount of time tostore in an electric field of a capacitor storage device which mayreduce charge times of the vehicle 1520.

FIG. 15C illustrates an example implementation of an energy systemincluding one or more turbines 1551 and a vehicle 1550. The vehicle 1550can include a commercial vehicle such as a semi-truck. FIG. 15C is notintended to be limiting. In some implementations, the vehicle 1550 caninclude any vehicle configured to travel on a ground surface such as acar, a truck, a bus, a golf cart, a bike, a scooter, a motorcycle,construction equipment, farm equipment such as a tractor, or the like.The turbines 1551 may be configured to rotate in response to movement ofa fluid, such as air, across the turbines 1551. The turbines 1551 may bedisposed on a surface of the vehicle 1550. For example, the turbines1551 may be disposed on a roof surface of the vehicle 1550, on a sidesurface of the vehicle 1550, on a bottom surface of the vehicle or thelike. Advantageously, the turbines 1551 may be mobile with the vehicle1550 and may generate energy as the vehicle 1550 travels.

The vehicle 1550 may include a generator 1552. The generator 1552 maygenerate energy in response to a rotation of the turbine 1551. Thevehicle 1550 may include one or more energy storage devices such asenergy storage device 1553 and energy storage device 1555. Energystorage device 1553 can include one or more capacitors such asultracapacitors and/or supercapacitors. Energy storage device 1555 caninclude one or more batteries. The energy storage device 1553 may beconfigured to receive and store energy from the generator 1552. Theenergy storage device 1553 may transfer energy to the energy storagedevice 1555 and/or to the motor 1557. Advantageously, the energy storagedevice 1553 may be configured to receive a large amount of energy fromthe generator 1552 in a short amount of time to store in an electricfield of the energy storage device 1553 which may reduce charge times ofthe vehicle 1550.

FIG. 15D illustrates an example implementation of an energy systemincluding one or more turbines 1561 and a vehicle 1560. The vehicle 1560can include an aircraft such as an airplane. The turbines 1561 may beconfigured to rotate in response to movement of a fluid, such as air,across the turbines 1561. The turbines 1561 may be disposed on a surfaceof the vehicle 1560. Advantageously, the turbines 1561 may be mobilewith the vehicle 1560 and may generate energy as the vehicle 1560travels.

The vehicle 1560 may include a generator 1562. The generator 1562 maygenerate energy in response to a rotation of the turbine 1561. Thevehicle 1560 may include one or more energy storage devices such asenergy storage device 1563 and energy storage device 1565. Energystorage device 1563 can include one or more capacitors such asultracapacitors and/or supercapacitors. Energy storage device 1565 caninclude one or more batteries. The energy storage device 1563 may beconfigured to receive and store energy from the generator 1562. Theenergy storage device 1563 may transfer energy to the energy storagedevice 1565 and/or to the motor 1567. Advantageously, the energy storagedevice 1563 may be configured to receive a large amount of energy fromthe generator 1562 in a short amount of time to store in an electricfield of the energy storage device 1563 which may reduce charge times ofthe vehicle 1560.

FIG. 15E illustrates an example implementation of an energy systemincluding one or more turbines 1571 and a vehicle 1570. The vehicle 1570can include a watercraft such as a boat. The turbines 1571 may beconfigured to rotate in response to movement of a fluid, such as airand/or water, across the turbines 1571. The turbines 1571 may bedisposed on a surface of the vehicle 1570. For example, the turbines1571 may be disposed on a bottom surface of the vehicle 1570 that issubmerged beneath water. As another example, the turbines 1571 may bedisposed on an upper surface of the vehicle 1570 that is exposed to air.Advantageously, the turbines 1571 may be mobile with the vehicle 1570and may generate energy as the vehicle 1570 travels.

The vehicle 1570 may include a generator 1572. The generator 1572 maygenerate energy in response to a rotation of the turbine 1571. Thevehicle 1570 may include one or more energy storage devices such asenergy storage device 1573 and energy storage device 1575. Energystorage device 1573 can include one or more capacitors such asultracapacitors and/or supercapacitors. Energy storage device 1575 caninclude one or more batteries. The energy storage device 1573 may beconfigured to receive and store energy from the generator 1572. Theenergy storage device 1573 may transfer energy to the energy storagedevice 1575 and/or to the motor 1577. Advantageously, the energy storagedevice 1573 may be configured to receive a large amount of energy fromthe generator 1572 in a short amount of time to store in an electricfield of the energy storage device 1573 which may reduce charge times ofthe vehicle 1570.

Additional Embodiments

As used herein, “system,” “instrument,” “apparatus,” and “device”generally encompass both the hardware (for example, mechanical andelectronic) and, in some implementations, associated software (forexample, specialized computer programs for graphics control) components.

It is to be understood that not necessarily all objects or advantagesmay be achieved in accordance with any particular embodiment describedherein. Thus, for example, those skilled in the art will recognize thatcertain embodiments may be configured to operate in a manner thatachieves or optimizes one advantage or group of advantages as taughtherein without necessarily achieving other objects or advantages as maybe taught or suggested herein.

Each of the processes, methods, and algorithms described in thepreceding sections may be embodied in, and fully or partially automatedby, code modules executed by one or more computer systems or computerprocessors including computer hardware. The code modules may be storedon any type of non-transitory computer-readable medium or computerstorage device, such as hard drives, solid state memory, optical disc,and/or the like. The systems and modules may also be transmitted asgenerated data signals (for example, as part of a carrier wave or otheranalog or digital propagated signal) on a variety of computer-readabletransmission mediums, including wireless-based and wired/cable-basedmediums, and may take a variety of forms (for example, as part of asingle or multiplexed analog signal, or as multiple discrete digitalpackets or frames). The processes and algorithms may be implementedpartially or wholly in application-specific circuitry. The results ofthe disclosed processes and process steps may be stored, persistently orotherwise, in any type of non-transitory computer storage such as, forexample, volatile or non-volatile storage.

Many other variations than those described herein will be apparent fromthis disclosure. For example, depending on the embodiment, certain acts,events, or functions of any of the algorithms described herein can beperformed in a different sequence, can be added, merged, or left outaltogether (for example, not all described acts or events are necessaryfor the practice of the algorithms). Moreover, in certain embodiments,acts or events can be performed concurrently, for example, throughmulti-threaded processing, interrupt processing, or multiple processorsor processor cores or on other parallel architectures, rather thansequentially. In addition, different tasks or processes can be performedby different machines and/or computing systems that can functiontogether.

The various illustrative logical blocks, modules, and algorithm elementsdescribed in connection with the embodiments disclosed herein can beimplemented as electronic hardware, computer software, or combinationsof both. To clearly illustrate this interchangeability of hardware andsoftware, various illustrative components, blocks, modules, and elementshave been described herein generally in terms of their functionality.Whether such functionality is implemented as hardware or softwaredepends upon the particular application and design constraints imposedon the overall system. The described functionality can be implemented invarying ways for each particular application, but such implementationdecisions should not be interpreted as causing a departure from thescope of the disclosure.

The various features and processes described herein may be usedindependently of one another, or may be combined in various ways. Allpossible combinations and sub-combinations are intended to fall withinthe scope of this disclosure. In addition, certain method or processblocks may be omitted in some implementations. The methods and processesdescribed herein are also not limited to any particular sequence, andthe blocks or states relating thereto can be performed in othersequences that are appropriate. For example, described blocks or statesmay be performed in an order other than that specifically disclosed, ormultiple blocks or states may be combined in a single block or state.The example blocks or states may be performed in serial, in parallel, orin some other manner. Blocks or states may be added to or removed fromthe disclosed example embodiments. The example systems and componentsdescribed herein may be configured differently than described. Forexample, elements may be added to, removed from, or rearranged comparedto the disclosed example embodiments.

The various illustrative logical blocks and modules described inconnection with the embodiments disclosed herein can be implemented orperformed by a machine, such as a general purpose processor, a digitalsignal processor (“DSP”), an application specific integrated circuit(“ASIC”), a field programmable gate array (“FPGA”) or other programmablelogic device, discrete gate or transistor logic, discrete hardwarecomponents, or any combination thereof designed to perform the functionsdescribed herein. A general purpose processor can be a microprocessor,but in the alternative, the processor can be a controller,microcontroller, or state machine, combinations of the same, or thelike. A processor can include electrical circuitry configured to processcomputer-executable instructions. In another embodiment, a processorincludes an FPGA or other programmable devices that performs logicoperations without processing computer-executable instructions. Aprocessor can also be implemented as a combination of computing devices,for example, a combination of a DSP and a microprocessor, a plurality ofmicroprocessors, one or more microprocessors in conjunction with a DSPcore, or any other such configuration. Although described hereinprimarily with respect to digital technology, a processor may alsoinclude primarily analog components. For example, some, or all, of thesignal processing algorithms described herein may be implemented inanalog circuitry or mixed analog and digital circuitry. A computingenvironment can include any type of computer system, including, but notlimited to, a computer system based on a microprocessor, a mainframecomputer, a digital signal processor, a portable computing device, adevice controller, or a computational engine within an appliance, toname a few.

The elements of a method, process, or algorithm described in connectionwith the embodiments disclosed herein can be embodied directly inhardware, in a software module stored in one or more memory devices andexecuted by one or more processors, or in a combination of the two. Asoftware module can reside in RAM memory, flash memory, ROM memory,EPROM memory, EEPROM memory, registers, hard disk, a removable disk, aCD-ROM, or any other form of non-transitory computer-readable storagemedium, media, or physical computer storage known in the art. An examplestorage medium can be coupled to the processor such that the processorcan read information from, and write information to, the storage medium.In the alternative, the storage medium can be integral to the processor.The storage medium can be volatile or nonvolatile. The processor and thestorage medium can reside in an ASIC. The ASIC can reside in a userterminal. In the alternative, the processor and the storage medium canreside as discrete components in a user terminal.

Conditional language, such as, among others, “can,” “could,” “might,” or“may,” unless specifically stated otherwise, or otherwise understoodwithin the context as used, is generally intended to convey that certainembodiments include, while other embodiments do not include, certainfeatures, elements and/or steps. Thus, such conditional language is notgenerally intended to imply that features, elements and/or steps are inany way required for one or more embodiments or that one or moreembodiments necessarily include logic for deciding, with or without userinput or prompting, whether these features, elements and/or steps areincluded or are to be performed in any particular embodiment.

Disjunctive language such as the phrase “at least one of X, Y, or Z,”unless specifically stated otherwise, is otherwise understood with thecontext as used in general to present that an item, term, and so forth,may be either X, Y, or Z, or any combination thereof (for example, X, Y,and/or Z). Thus, such disjunctive language is not generally intended to,and should not, imply that certain embodiments require at least one ofX, at least one of Y, or at least one of Z to each be present.

Any process descriptions, elements, or blocks in the flow diagramsdescribed herein and/or depicted in the attached figures should beunderstood as potentially representing modules, segments, or portions ofcode which include one or more executable instructions for implementingspecific logical functions or steps in the process. Alternateimplementations are included within the scope of the embodimentsdescribed herein in which elements or functions may be deleted, executedout of order from that shown or discussed, including substantiallyconcurrently or in reverse order, depending on the functionalityinvolved, as would be understood by those skilled in the art.

Unless otherwise explicitly stated, articles such as “a” or “an” shouldgenerally be interpreted to include one or more described items.Accordingly, phrases such as “a device configured to” are intended toinclude one or more recited devices. Such one or more recited devicescan also be collectively configured to carry out the stated recitations.For example, “a processor configured to carry out recitations A, B andC” can include a first processor configured to carry out recitation Aworking in conjunction with a second processor configured to carry outrecitations B and C.

All of the methods and processes described herein may be embodied in,and partially or fully automated via, software code modules executed byone or more general purpose computers. For example, the methodsdescribed herein may be performed by the computing system and/or anyother suitable computing device. The methods may be executed on thecomputing devices in response to execution of software instructions orother executable code read from a tangible computer readable medium. Atangible computer readable medium is a data storage device that canstore data that is readable by a computer system. Examples of computerreadable mediums include read-only memory, random-access memory, othervolatile or non-volatile memory devices, CD-ROMs, magnetic tape, flashdrives, and optical data storage devices.

It should be emphasized that many variations and modifications may bemade to the herein-described embodiments, the elements of which are tobe understood as being among other acceptable examples. All suchmodifications and variations are intended to be included herein withinthe scope of this disclosure. The section headings used herein aremerely provided to enhance readability and are not intended to limit thescope of the embodiments disclosed in a particular section to thefeatures or elements disclosed in that section. The foregoingdescription details certain embodiments. It will be appreciated,however, that no matter how detailed the foregoing appears in text, thesystems and methods can be practiced in many ways. As is also statedherein, it should be noted that the use of particular terminology whendescribing certain features or aspects of the systems and methods shouldnot be taken to imply that the terminology is being re-defined herein tobe restricted to including any specific characteristics of the featuresor aspects of the systems and methods with which that terminology isassociated.

Those of skill in the art would understand that information, messages,and signals may be represented using any of a variety of differenttechnologies and techniques. For example, data, instructions, commands,information, signals, bits, symbols, and chips that may be referencedthroughout the above description may be represented by voltages,currents, electromagnetic waves, magnetic fields or particles, opticalfields or particles, or any combination thereof.

What is claimed is:
 1. A computer system for managing a vehicle’soperational status, the computer system comprising: one or more hardwarecomputer processors configured to execute a plurality of computerexecutable instructions to cause the computer system to: accesstransaction details relating to operational settings of a vehicle,wherein the transaction details include: a time associated withcommunicating operational settings data to the vehicle; operationalsettings data communicated to the vehicle; and a reason associated withcommunicating operational settings data to the vehicle; accessinformation relating to a third-party operational settings providerwherein the information includes a pricing structure corresponding tooperational settings; and generate operational usage data relating tothe vehicle based on at least the transaction details and theinformation relating to the third-party.
 2. The computer system of claim1, wherein the pricing structure is based on at least an agreementassociated with the third-party operational settings provider.
 3. Thecomputer system of claim 1, wherein the one or more hardware computerprocessors are further configured to execute the plurality of computerexecutable instructions to cause the computer system to: generate abilling invoice based on at least the operational usage data.
 4. Thecomputer system of claim 1, wherein the transaction details furtherinclude: an identity of the vehicle; and an identity of a userassociated with the vehicle.
 5. The computer system of claim 1, whereinthe one or more hardware computer processors are further configured toexecute the plurality of computer executable instructions to cause thecomputer system to: communicate the operational usage data to acomputing device remote to the computer system.
 6. The computer systemof claim 5, wherein the computing device is a billing server configuredto generate invoices.
 7. The computer system of claim 5, wherein thecomputing device is configured to determine a number of users associatedwith a particular operational setting.
 8. The computer system of claim1, wherein the one or more hardware computer processors are furtherconfigured to execute the plurality of computer executable instructionsto cause the computer system to: communicate with one or more serversassociated with the third-party operational settings provider; andaccess an agreement associated with the third-party operational settingsprovider.
 9. The computer system of claim 1, wherein the one or morehardware computer processors are further configured to execute theplurality of computer executable instructions to cause the computersystem to: communicate with one or more servers associated with thethird-party operational settings provider; and issue a payment to theone or more servers.
 10. The computer system of claim 1, wherein the oneor more hardware computer processors are further configured to executethe plurality of computer executable instructions to cause the computersystem to: communicate with one or more servers associated with thethird-party operational settings provider; and receive, from the one ormore servers, a history log, wherein the history log includes thetransaction details.
 11. The computer system of claim 1, wherein the oneor more hardware computer processors are further configured to executethe plurality of computer executable instructions to cause the computersystem to: update a user account associated with the vehicle based on atleast the operational usage data.
 12. A computer-implemented methodcomprising: accessing transaction details relating to operationalsettings of a vehicle, wherein the transaction details include: a timeassociated with communicating operational settings data to the vehicle;operational settings data communicated to the vehicle; and a reasonassociated with communicating operational settings data to the vehicle;accessing information relating to a third-party operational settingsprovider wherein the information includes a pricing structurecorresponding to operational settings; and generating operational usagedata relating to the vehicle based on at least the transaction detailsand the information relating to the third-party.
 13. Thecomputer-implemented method of claim 12, wherein the pricing structureis based on at least an agreement associated with the third-partyoperational settings provider.
 14. The computer-implemented method ofclaim 12, further comprising generating a billing invoice based on atleast the operational usage data.
 15. The computer-implemented method ofclaim 12, wherein the transaction details further include: an identityof the vehicle; and an identity of a user associated with the vehicle.16. The computer-implemented method of claim 12, further comprising:communicating with one or more servers associated with the third-partyoperational settings provider; and accessing an agreement associatedwith the third-party operational settings provider.
 17. Thecomputer-implemented method of claim 12, further comprising:communicating with one or more servers associated with the third-partyoperational settings provider; and issuing a payment to the one or moreservers.
 18. The computer-implemented method of claim 12, furthercomprising: communicating with one or more servers associated with thethird-party operational settings provider; and receiving, from the oneor more servers, a history log, wherein the history log includes thetransaction details.
 19. The computer-implemented method of claim 12,further comprising: updating a user account associated with the vehiclebased on at least the operational usage data.
 20. Non-transitorycomputer-readable media including computer-executable instructions that,when executed by a computing system, cause the computing system toperform operations comprising: accessing transaction details relating tooperational settings of a vehicle, wherein the transaction detailsinclude: a time associated with communicating operational settings datato the vehicle; operational settings data communicated to the vehicle;and a reason associated with communicating operational settings data tothe vehicle; accessing information relating to a third-party operationalsettings provider wherein the information includes a pricing structurecorresponding to operational settings; and generating operational usagedata relating to the vehicle based on at least the transaction detailsand the information relating to the third-party.
 21. The non-transitorycomputer-readable media of claim 20, wherein the pricing structure isbased on at least an agreement associated with the third-partyoperational settings provider.
 22. The non-transitory computer-readablemedia of claim 20, wherein the computer-executable instructions, whenexecuted by the computing system, further cause the computing system toperform operations comprising: generating a billing invoice based on atleast the operational usage data.
 23. The non-transitorycomputer-readable media of claim 20, wherein the transaction detailsfurther include: an identity of the vehicle; and an identity of a userassociated with the vehicle.
 24. The non-transitory computer-readablemedia of claim 20, wherein the computer-executable instructions, whenexecuted by the computing system, further cause the computing system toperform operations comprising: communicating the operational usage datato a computing device remote to the computer system.
 25. Thenon-transitory computer-readable media of claim 20, wherein thecomputer-executable instructions, when executed by the computing system,further cause the computing system to perform operations comprising:communicating with one or more servers associated with the third-partyoperational settings provider; and accessing an agreement associatedwith the third-party operational settings provider.
 26. Thenon-transitory computer-readable media of claim 20, wherein thecomputer-executable instructions, when executed by the computing system,further cause the computing system to perform operations comprising:communicating with one or more servers associated with the third-partyoperational settings provider; and issuing a payment to the one or moreservers.
 27. The non-transitory computer-readable media of claim 20,wherein the computer-executable instructions, when executed by thecomputing system, further cause the computing system to performoperations comprising: communicating with one or more servers associatedwith the third-party operational settings provider; and receiving, fromthe one or more servers, a history log, wherein the history log includesthe transaction details.